INDEX.
- Advance notes wholly wrong in principle. We do not pay our servants their wages in advance, p. [542]
- ——, less pretence in giving them to the sailor, than to the mechanic or house servant, ibid.
- ——, proposal to make illegal, rejected by the House of Commons, ibid.
- ——, comprehensive view of, by the Royal Commission on Unseaworthy Ships, p. [543]
- America, rapid progress of, in the first half of the present century, p. [1]
- ——, reasons for this, pp. [2]-[3]
- ——, eighty years after the Declaration of Independence, rivals all other nations, in the amount of shipping, p. [3]
- ——, in 1860, owns more tonnage than the whole of the United Kingdom, p. [3], note
- ——, distinct contracts for the sailors of, in the bank and cod, and whale fisheries, p. [9]
- —— adopts from other nations the laws best fitted for her condition, ibid.
- ——, various regulations in, with reference to contracts between seamen and masters, pp. [9]-[10]
- ——, duties of mates in, much like those of other countries, p. [10]
- ——, in, masters of vessels are liable to actions of law if they enforce their authority too severely, ibid.
- ——, regulations adopted in the courts of, for the duties of masters and mates, pp. [10]-[11]
- —— caused the first infringement of the principle of the old Navigation Laws, p. [99]
- ——, Protectionist farmers in, stop the importation of Canadian corn into, p. [126]
- ——, the policy of, with reference to the English repeal of the Navigation Laws most important to ascertain, p. [212]
- ——, general policy of, ever since her Independence, has been Protectionist, p. [213], note.
- ——, the dwellers in, on the sea-board of the States, very strongly Protectionist, p. [215]
- —— builds, in 1848, a new and very superior class of vessels for trade from New York to California, and thence to China, p. [289]
- —— declines the convention with reference to privateering, p. [407]
- American Captains, memorial of, in 1820, to Congress complaining of the differential duties levied by France, p. [4], and note.
- American Government had, for many years, to expend large sums for destitute seamen, p. [15]
- —— at once accepts the conditions of the repeal of the Navigation Laws, but withholds their own coasting trade, p. [286]
- American Law, careful provisions by, for all sailors employed in their ships, p. [11]
- —— considers the masters and owners of ships common carriers, p. [20]
- —— as applied to mercantile matters very nearly the same as the English, ibid.
- —— expressly provides that merchant seamen shall have full opportunities of laying the complaints before their consuls abroad, p. [23]
- American merchant service offers more inducements than the English for young men to enter it, p. [17]
- —— generally anxious that their captains should have a share in vessels, ibid.
- ——, hence, secures for officers in its ships, men of superior position and attainments, ibid.
- ——, nature of the contracts in, between owners and captains, p. [18]
- ——, excellent schools provided by, for training boys, ibid.
- ——, sailors employed in, can almost always read, write, and cypher, ibid.
- ——, spirit and character of the “shipping articles” usual in, as affecting seamen, owners, masters, and consignees, pp. [19]-[20]
- ——, conditions about wages, in, with securities for their due payment, pp. [21]-[2]
- ——, power given to the sailors employed in, to appeal to the Admiralty courts, pp. [22]-[3]
- American Navigation Laws, conditions and peculiarities of, pp. [328]-[9]
- American Seamen, Act of 1803 and 1840 with reference to the payment and discharge of, pp. [12]-[14]
- ——, general character of, p. [25]
- American ships (under the Navigation Law) might carry British goods to British settlements in the East Indies, p. [95]
- —— allowed to clear from English ports to China, while English merchants could not send a ship thither, p. [105]
- American Shipowners require the masters of their vessels to have knowledge of commercial pursuits as well as of navigation, p. [15]
- American tonnage and classification differ from that of England, p. [187]
- American Vessels, Masters of, far superior to those of English ships during the first half of the present century, p. [15]
- American War of Independence, at the commencement of, the Americans could neither import nor export, except in British ships, p. [100]
- Americans obtain, nearly, a monopoly of the trade between China and Great Britain in 1849, p. [290]
- Americans so outstripped by English sailing vessels, that English ships are often chartered to bring early teas from China to New York, pp. [418]-[20]
- Americans of the West, naturally hope for a free exit of their goods to Europe, &c., from the mouth of the St. Lawrence, p. [125]
- —— and the Canadians naturally desire Free-trade, p. [125]
- Ancel, M., discouraging report of, pp. [458]-[9]
- Ancona, Consul of, reply by, to the Foreign Office Circular, p. [45]
- Annatto, case of ship laden with, pp. [119]-[20].
- Anne, Queen, Act of, for securing seafaring apprentices, p. [183]
- Anti-Corn-Law League, object and action of, pp. [77]-[8]
- Austria, regulations of, with reference to the commanders of their merchant vessels, p. [36]
- ——, special Commercial Treaty made with, 1838-40, pp. [110]-[2]
- ——, details of treaty with, in 1840, valuable as showing the influence of the new civilizing power, steam, p. [111]
- Austria, French War with, caused a great demand for English shipping, p. [398]
- Bahia, the Consul at, reply by, to the Foreign Office Circular, pp. [47]-[8]
- Baker, Mr., Consul at Riga, reply by, to Foreign Office Circular, p. [43]
- Bancroft, Mr., has interviews with Lord Palmerston in the autumn of 1847, p. [163]
- ——, emphatic language of, at one of these, ibid.
- ——, doubt if he meant all he said, pp. [163]-[4]
- ——, letter from, to Lord Palmerston, Nov. 3, 1847, pp. [164]-[5]
- ——, communications by, to the English Government, imply complete reciprocity, p. [169]
- ——, certain, that up to March 5, 1849, he had succeeded in deceiving both Lord Palmerston and Mr. Labouchere, p. [223]
- Bank Charter Act of 1844 suspended for a second time, 1858, causes the failure of many banks, p. [361]
- Baring, Mr. T., thinks that we ought in all cases to adhere to the main principles of the Navigation Laws, p. [261]
- —— thinks if the merchants have really suffered as much as stated from the laws, they would have complained, ibid.
- Belvidere, The, or Royal Alfred Aged Seaman’s Institution, great value of, p. [37], note
- Bentinck, Lord George, resumes the debate on the Navigation Laws on June 9, 1848, the fourth night, p. [201]
- ——, death of, Sept. 21, 1848, and universal respect to, shown on the day of his funeral, p. [219]
- Bergasse, M., a Protectionist, gives evidence, practically, confirming the Free-trade assertions, p. [454]
- Berkeley, Captain, evidence of, p. [186]
- Board of Trade, Commission by, May 17, 1847, to examine into matters connected with the commercial marine, p. [50]
- ——, return of, confirms the general truth of the replies to Mr. Murray’s Circular to the Consuls, ibid.
- Booker, Mr., Vice-Consul of Cronstadt, reply to the Foreign Office Circular, pp. [42]-[3]
- Boston sends ships to the East Indies and China as early as 1789, p. [7]
- Bouverie, Mr., amendment proposed by, not accepted by even the Shipowners, p. [249]
- —— urges that his amendment is strictly in accord with Free-trade principles, pp. [251]-[2]
- ——, amendment of, ultimately supported by only 15 members, p. [254]
- Braysher, Mr., evidence of (as Collector of Customs in London), on the practical working of the Navigation Laws, pp. [153]-[5]
- ——, peculiar anomalies in the Navigation Laws shown by, p. [154]
- Bright, J., Mr., energetically supports Mr. Cobden in his exertions against Protection, pp. [77]-[8]
- —— urges in vain on Mr. Labouchere the importation of cotton, then abundant at Havre, p. [155], note
- British Ships, condition constituting previously to the repeal of the Navigation Laws, pp. [93]-[95]
- ——, the owner of, under the Navigation Law, could not live in Paris, p. [117]
- —— are excluded from the trade between the Atlantic and Pacific ports of the United States, p. [373]
- British Ships and Seamen, Acts of Parliament passed between 1849 and 1875 inclusive, relating to British ships and seamen, and other Parliamentary Papers respecting thereto, Append. p. [634]
- British Tonnage, Returns of, if sufficiently extended, afford an adequate estimate of the actual state of British shipping, p. [375]
- Brougham, Lord, splendid oration of, against the repeal of the Navigation Laws, pp. [266]-[74]
- —— condemns with great severity Mr. Porter’s statistics, pp. [267]-[9]
- —— objects to sweep away all restriction without obtaining any equivalent, p. [269]
- —— holds that the policy of the Navigation Laws rested on the partial monopoly they gave to British shipping, p. [271]
- ——, and that the fleets, with which we destroyed the power of Bonaparte, were created by the Navigation Laws, p. [272]
- —— believes the repeal of the Navigation Laws would encourage the infernal slave-trade, p. [273]
- Buchanan, Mr., replies to Mr. Crampton, by sending him the Act of Congress of May 24, 1828, p. [212]
- —— distinctly states that a letter had been written on Nov. 3, 1846, urging a Free-trade treaty between America and England, but reserving the coasting-trade of both countries, p. [214]
- Bülow, Count, replies on the part of Prussia that no pledge could be given for future legislation, p. [216]
- Buoyancy, the reserve, no possible means of determining, p. [528]
- Cabotage, technical name for the French coasting-trade, p. [447]
- Canada, fleets from, respectively called, according to the time of year, the “Spring” or the “Fall” fleets, p. [123]
- ——, by great exertions, secures more rapid communication between interior and the sea than America, ibid.
- ——, people of, naturally hope that the German emigration to the United States would pass through it, pp. [124]-[5]
- ——, produce of, so long as protected, had little ground for complaint, p. [130]
- ——, could not be imported into England through New York, p. [131].
- ——, general results of the effect of the Navigation Laws as regarding, pp. [132]-[3]
- Canadians, a large number of them, maintain that the effect on Canada of Protection was, practically, mischievous, p. [127]
- —— assume that the opening of Canadian seaports to vessels of all nations would restore their trade, p. [128]
- ——, though for a modified Free-trade, which might benefit themselves, were not prepared for it unconditionally, ibid.
- —— naturally hope that they may be able to engross the trade of Western America, p. [130]
- Canton, American vessels allowed to trade there, though British vessels were not, p. [106]
- Cardwell, Mr. (now Lord Cardwell) thinks the effect of maintaining the “long-voyage” clause would defeat the policy of the warehousing system, p. [237]
- —— asserts that the “warehousing system” was the result of a judicious relaxation of the Navigation Laws, p. [238]
- ——, remarkable action of, in the preparation of the Merchant Shipping Act of 1854, p. [320], note
- ——, greatly increases the number of lighthouses, &c., p. [414]
- Castro, Viscount de, replies sarcastically to Lord Palmerston’s letter of inquiry, pp. [216]-[17]
- Chain cables, great mistake to test them by enormous strains, as these tend to destroy the fibre of the iron, p. [318], note, and p. [480]
- —— and anchors, now tested through the agency of Lloyd’s Registry, p. [557]
- China, trade with, passages of “Clipper Ships” engaged in, Append. p. [611]
- Clay, Mr., though a Free-trader, declines to support Government till the restrictions on Shipowners were done away with, p. [200]
- “Clipper Ships” first built at Aberdeen in 1846, to compete with the Americans on the Chinese coasts, p. [288]
- Coasting clauses, in Mr. Labouchere’s Bill, withdrawn on the receipt of Mr. Buchanan’s letter, p. [223]
- Coasting Trade rigidly kept in the hands of England; indeed, made more strict by the Act of 1825, pp. [106]-[7]
- —— thrown open, and manning clause repealed, in 1854, p. [353]
- ——, we do not even now know the number of ships in our, p. [465]
- Coasting Trade of America liable to be diminished on the opening of the railway across Central America to Panama, p. [374]
- ——, all parties agree that America has acted selfishly in withholding her, p. [384]
- ——, error in supposing it only a trade to San Francisco, p. [385]
- Coasting Trade of North American Colonies still confined to British vessels, p. [400]
- Cobden, Richard, letter from, to Mr. Lindsay, March, 1856, p. [75] and note
- —— the chief of the new statesmen, who exploded the pernicious fallacies of Protection, pp. [74]-[77]
- —— asserts that we can build better ships than the foreigners, and cheaper too, quality considered, p. [201]
- —— that the sailor is as able to compete with foreigners as the artisan, ibid.
- —— that the Shipowner pays none of the rates with which the landowner was charged, p. [202]
- —— asserts that the constant assertion of maritime superiority tends only to provoke other nations, ibid.
- —— first meets M. Chevalier at the Exhibition of 1851, p. [436]
- —— determines with him to modify the tariffs of France, ibid.
- “Coffin” Ships, if these still exist, this is not from any neglect on the part of Parliament, p. [503]
- Colbert, in 1661, devotes much attention to French maritime affairs, p. [423]
- Collision, after, masters of ships compelled, by Act of 1853, to stand by and help, p. [513]
- Colonie, this name, in the strictest sense, confined to La Guadaloupe, Martinique, and Bourbon, p. [434]
- Colonie, or Colonie à Culture, represents the English Plantation, ibid.
- Commercial Marine of France, Commission to inquire into, 1870, pp. [450]-[1]
- ——, rival views with reference to, of the French Protectionists and Free-traders, pp. [451]-[2]
- Commercial Maritime Law, in inextricable confusion, owing to the multitude of Acts, p. [308]
- Commercial Treaties, various, passed between England and America between 1794 and 1817, pp. [59]-[60]
- Commission, Royal, on Unseaworthy Ships, appointed unanimously, in answer to Mr. Plimsoll’s appeals, p. [484]
- ——, its members, their ability and impartiality, ibid.
- —— see, clearly, that increasing legislation will not remedy the evils complained of, p. [486]
- ——, opinion of, as to what “unseaworthiness” really means, ibid.
- —— determine to leave to the Shipowner the proper loading of his ships, p. [488]
- —— consider that a Government survey would only remove the responsibility from the Shipowners, p. [489]
- ——, and, therefore, doubt its expediency, ibid.
- —— point out that, already, there are great complaints of Government interference, ibid.
- ——, decline to make the powers of the Board of Trade more stringent, p. [491]
- —— are of opinion that the shipping offices have been of great value, p. [496]
- —— propose a new scheme for training boys for sea, p. [498]
- —— doubt the expediency of the present form of certificate of the Board of Trade as regards emigrant ships, p. [532]
- —— suggest the appointment of a permanent legal adviser to the Board of Trade, p. [549]
- ——, Report of, on the whole, most able, p. [501]
- Committee of 1836, for inquiring into shipping, form many sound conclusions, p. [466]
- Committee of 1843, estimate by, of the loss of ships and lives, pp. [467]-[8]
- —— confirms the Act of that of 1846, and adds much new and useful matter, p. [471]
- Congress, in 1789, retaliates on British Commerce and Navigation, pp. [57]-[8]
- ——, conciliatory action of May, 1830, in reference to trade with England, p. [63]
- Coninck, M. de, an ardent advocate of Free-trade, p. [453]
- ——, evidence as to the real value of the complaints of the Protectionists, ibid.
- Conseil Supérieur publishes three large volumes of evidence, and announces that great changes in the French law are imperative, p. [445]
- Consuls, alike in America and England, forbidden to trade on their own account, p. [13]
- Convention of Commerce between Great Britain and France, 1826, Append. p. [563]
- Cooper, Mr. T. C., graphic account of a race up Channel with two American ships, p. [291], note
- Corn, enormous price of, in 1847, and consequent disastrous reaction, p. [159]
- Council, Order in, July, 1823, issued in opposition to the Act of Congress of March, 1823, p. [62]
- ——, further, July, 1826, directed against the action of Congress, p. [63]
- —— can modify, in certain cases, the stringency of the Navigation Laws, p. [96]
- ——, power, given to relax or restrict trade with different places, of the most capricious nature, p. [114]
- Crisis, Commercial, of 1857-8, various causes of, pp. [361]-[2]
- Customs do not take notice of coasting vessels in ballast, or with certain cargoes, p. [465]
- Customs, Act of, 1825, general effect, the throwing open English ports to the rest of world, under certain exceptions, p. [61]
- Dantzig, the Consul at, reply by, to the Foreign Office Circular, pp. [45]-[6]
- Decazes, Duke, sensible views of, p. [460]
- Denmark, excellent system in, of education for the mates and for the higher grades of the merchant service, p. [28]
- Disraeli, Mr., replies, sarcastically, to Mr. Cobden, pp. [202]-[3]
- ——, on reporting progress, protests against the whole Bill as already seriously damaged, pp. [254]-[5]
- —— thinks all that we had heard last year about the United States must be taken as a tabula rasa, p. [263]
- Draught of water, very little advantage in publicly recording this, p. [529]
- “Droits de tonnage” levied on all foreign vessels up to 1793, p. [424]
- —— on foreign ships, abolished, ultimately, in 1867, p. [432]
- Drouyn de Lhuys, M., letter from, declining the overtures of Lord Palmerston for reciprocity, pp. [215]-[6]
- Drummond, H., amusing but illogical speech of, pp. [244]-[6]
- East India, Trade with, has been always exceptional, p. [103]
- ——, conceded to ships not fulfilling the rules of the Navigation Laws, ibid.
- ——, Lascars employed in, are not to count as British seamen, and a certain proportion of English sailors required according to ship’s tonnage, p. [105]
- East India Company (Dutch) practically prevents English vessels from trading with Dutch settlements in the East, p. [400]
- Education needed even more for sailors than for landsmen, but England has done little yet in this direction, p. [541]
- Ellenborough, Lord, unwilling to diminish our navy, at the present period, by a single ship, p. [274]
- ——, the more so, that by the new agency of railways, great forces can be suddenly concentrated on any one place, p. [275]
- —— moves in Committee of May 24 that the operation of the Bill be deferred for one year, but is beaten by twelve, pp. [280]-[2]
- —— urges that the effect of such undue haste will be to throw 45,000 seamen out of employ, p. [281]
- ——, on third reading, points out many things that ought at once to be done for the relief of the Shipowner, pp. [283]-[4]
- Emigrant ships, the year 1854, the most fatal to them on record, no less than nine having been then lost, p. [324]
- ——, no less than sixty-one lost in seven years ending Dec. 1853, ibid.
- ——, disgraceful state of the early, pp. [330]-[1]
- ——, great mortality on board, noticed by Congress in Jan. 1854, p. [331]
- ——, order by United States Passenger Act, that every master shall pay a fine of ten dollars for each passenger who may die on the voyage, p. [334]
- Emigrants, average annual number of, between 1815 and 1854, [102],923 persons, p. [323]
- ——, medical inspection of, unsatisfactory, p. [328]
- ——, various rules drawn out to secure the safety and comfort of, pp. [331]-[3]
- ——, caution to, not to purchase “through” tickets, p. [337]
- ——, but “through” tickets by the Grand Trunk Railway of Canada perfectly reliable, ibid.
- Emigrants, dietary to, amount and character of, required originally, with the changes therein, pp. [329]-[330]
- Emigration, sums sent home for, amounted to from half a million to one million and a half annually, p. [323]
- ——, resolutions, 1855, of the Senate of the United States in reply to questions on, pp. [333]-[4]
- Emigration Commissioners, many and valuable improvements suggested and carried out by, p. [337]
- Emigration officers appointed at Liverpool in 1864, and their duties, pp. [327]-[8]
- Emigration system previously to 1855, evil working of, and frauds practised on the emigrants, pp. [325]-[6]
- Engineers (marine) required, by the Act of 1862, to undergo the same examination in steam as Masters in sailing, p. [347]
- ——, which, though at first doubted, has proved of great value, p. [348]
- England, alone of the nations, had no code for the regulation of her merchant sailors, p. [298]
- England, people of, half inclined to join France against Austria, p. [397]
- ‘Equador,’ The, case of, as showing the fallacious and evil working of the Registry Law, pp. [115]-[16]
- ——, importance of the decision of the Court of King’s Bench in this case, p. [116]
- ——, showing, as it does, that a Corporation wholly consisting of foreigners may register a ship as British, p. [117]
- Europe, trade with, continually modified, but finally settled by the Customs Act of 1825, pp. [101]-[2]
- ——, character of it, under the Navigation Laws, pp. [101]-[3]
- Examination of Masters, Mates, &c., has produced immense good since the passing of the Act of 1850, p. [302]
- Exhibition of 1851, started by Society of Arts, and supported by the Prince Consort, p. [435]
- Farrer, Mr. T. H. (now Chief Secretary to the Board of Trade), England greatly indebted to him for his exertions to ameliorate the state of the merchant seamen, pp. [298]-[9]
- ——, evidence of, on the question of over-insurance, p. [546]
- —— opposes all legislation interfering with the details of a Shipowner’s duty, p. [551]
- Favoured-Nation Clause, sometimes, no doubt, beneficial, but often pernicious, p. [126]
- Fleury, M., letter from, and reply, June 17 and 23, 1862, Append. p. [590]
- Foreign nations are suspicious of even a modified surrender of Protection on the part of England, p. [64]
- —— do not understand the real position of free England, pp. [64]-[5]
- Foreign Office, defects in, when dealing with commercial matters, p. [405]
- —— apathetic, in not securing, by diplomacy, better terms of reciprocity from foreign Powers, p. [406]
- ——, correspondence with, respecting the liability of British Shipowners in the courts of the United States of America, p. [571]
- Foreign Office Circular, of July 1, 1843, requiring information from Consuls abroad with reference to the character of British shipmasters and seamen, pp. [42]-[3]
- —— of great value, though unfair and invidious in form, p. [43]
- Foreign Shipmasters far more careful than the English in the stowage and transport of their cargoes, p. [52]
- Fortescue, Mr. (now Lord Carlingford), provisions in Bill introduced by, in 1873, strongly in favour of seamen, p. [515]
- France, peculiar system adopted in, of combining the navy and commercial marine, p. [30]
- ——, all seamen in, considered to be in Government employ, and, therefore, enrolled and pensioned, ibid.
- —— provides for her seafaring classes a better education than that of any other country, p. [31]
- ——, Reciprocity Treaty with, may be taken as a specimen of other such treaties, p. [67].
- —— in reply to Lord Palmerston, declines to have anything to do with Free-trade, p. [215]
- ——, real object of war with Austria to advance her frontier to the Rhine, pp. [397]-[8]
- ——, since Charles IX., has had to depend on other nations for many necessaries of life, p. [435]
- ——, Commercial Treaty of 1860, the result of the labours of Messrs. Cobden and Chevalier, p. [436]
- ——, its general conditions and effects, p. [437]
- ——, the great natural advantages of, not her armies, the true sources of her lasting greatness and happiness, p. [462]
- France, people of, probably not more than one million (out of thirty millions) depend for livelihood on French shipping, p. [439]
- Free-trade, Manchester and Liverpool at issue on this great question, pp. [134]-[5]
- ——, chief advocates of, before Mr. Ricardo’s committee—Messrs. Lefevre, Macgregor, and Porter, pp. [136]-[40]
- Free-trade Party triumphant after dissolution of July, 1847, p. [158]
- Free-traders, many, lose their seats in Parliament owing to the vigorous action of the Shipowners’ Society, p. [389]
- Freight, by the law of nations, considered to be the “Mother of Wages,” p. [21]
- ——, enormous rise in, during 1853, and the causes thereof, pp. [296]-[7]
- French Assembly, under the influence of M. Thiers, reverse in Jan. and Feb. 1872 much of the law of 1866, p. [457]
- French Colonial Trade (Pacte Colonial), special regulations for preserving and increasing, pp. [425]-[6]
- ——, three special rules for, p. [426]
- ——, regulations of, extremely disadvantageous to France herself, and hard on her colonies, pp. [426]-[7]
- —— substantially maintained, and more vigorously enforced by the French revolutionary leaders, p. [427]
- ——, measures adopted for, after the French Revolution, to be considered as war measures, p. [428]
- ——, many of the regulations of, exact copies of the old English ones, ibid.
- ——, preserved with some modifications by all its Governments, p. [433]
- French Colonies, complaint of the chief, that they no longer derive any advantage from the Pacte Colonial, p. [443]
- French Differential Duties known by the names of the surtaxes de pavillon and the surtaxes d’entrepôt, p. [432]
- French, Emperor of, letter to, by Mr. Lindsay, on the subject of the Navigation Laws of France, Jan. 10, 1861, Append. p. [582]
- French Export Houses constantly employ English shipmasters as giving them less trouble, p. [455]
- French Markets, after the peace, for some time supplied by the aid of foreign shipping, p. [431]
- French Mercantile Law of May 19, 1866, leading conditions of, pp. [446]-[7]
- French Mercantile Marine did not keep pace with French commerce owing to the baneful influence of Protection, p. [435]
- —— increased where in competition with that of other nations, p. [439]
- —— decreased under the operation of their Protective Laws, ibid.
- —— so like the English as often to be called Les Actes de Navigation, p. [430]
- French Mercantile Marine Law, as amended, did not finally pass the Chambers till 1866, p. [445]
- French Navigation Law, the first, absurdly stringent under Charles IX., p. [422]
- ——, impartial law of July 3, 1860, with reference to, p. [443]
- French Ship, conditions entitling a vessel to this privilege, pp. [423]-[4]
- ——, no alien permitted to command, p. [424]
- ——, various enactments for securing the true character of, p. [429]
- Genoa, Consul at, reply by, to the Foreign Office Circular, p. [45]
- Gibson, Milner, Mr., gives the sanction of Government to Mr. Ricardo’s motion, p. [88]
- ——, the country greatly indebted to, as a practical sailor, for carrying out the “Rule of the road at sea,” pp. [345]-[6]
- ——, value of the Bill introduced by, in 1861, p. [413]
- Gladstone, Mr., objects to the discretionary power given to the Queen in Council, and to the reservation of the coasting trade, p. [198]
- ——, relying chiefly on the sincerity of Mr. Bancroft, cautiously supports the repeal of the Navigation Laws, pp. [198]-[9]
- —— thinks it best to stick to the path of experience, and to carry out principles analogous with those of Mr. Huskisson, p. [239]
- —— strongly urges the removal of every burden with which the Shipowner is now oppressed, ibid.
- —— urges that experience only points to conditional relaxation, p. [240]
- —— again strongly opposes the idea of retaliation, ibid.
- ——, in fine, thinks that substantial justice can only be rendered by conditional legislation, p. [242]
- —— again urges conditional legislation, but not in the form proposed by Mr. Bouverie, p. [250]
- —— would, at once, remove all taxes affecting the British Shipowners, p. [251]
- Government cannot legislate or dictate how a particular trade is to be carried on, p. [539]
- —— very properly concludes that it cannot leave the lives of many persons in the hands of incompetent officers and men, p. [52]
- Government, English, informs the American Government of its intentions with regard to the Navigation Laws, one day before the Queen’s speech, 1847, p. [166]
- Graham, Sir James, very able speech of, on third reading, pp. [258]-[260]
- —— objects to both reciprocity and retaliation, p. [259]
- —— considers the whole question involved to be Protection or no Protection, p. [260]
- Gray, Mr. T., rhymes made by, to facilitate recollection of the “Rule of the road at sea,” p. [345], note
- ——, thinks several of the Acts for saving life do more harm than good, p. [492]
- Great Britain has only quite recently instituted a system of examinations for her mercantile marine, p. [36]
- —— possesses no State institution for the benefit of her merchant seamen, p. [37]
- ‘Great Republic,’ The, the finest and largest of the American clippers, pp. [359]-[360]
- Grey, Earl, replies to the strictures of the Earl of Hardwicke, p. [172]
- —— clearly shows that the Navigation Laws were of no advantage to the shipowner, p. [275]
- ——, and proves that the Navigation Laws were a proximate cause of the independence of America, p. [276]
- Guano-trade with Africa asserted by General Shipowners’ Society to be the cause of the return of prosperity to the shipping interest, p. [70]
- Harbours of Refuge, large sums of money advanced for the construction or improvement of, p. [515]
- Hardwicke, Earl of, selected as the mouth-piece of the Protectionists in the Upper House, p. [171]
- ——, speech of, Feb. 25, 1848, on moving a Select Committee of the House of Lords, pp. [171]-[2]
- Harper, J. W. A., evidence of, as to the impossibility of enforcing a load-line, p. [526]
- Harris, Capt., tries to enforce the apprenticing system, but fails, p. [256]
- Harrowby, Earl of, holds that where the interests of commerce and navigation conflict, those of navigation ought to predominate, p. [275]
- Henley, Mr., thinks that the principle of Free-trade has not been sufficiently tested as yet for it to be applied to another great interest, p. [238]
- Herries, Mr. (Chancellor of the Exchequer in 1828), takes up the cause of the Shipowners in 1848, by a counter resolution, p. [192]
- ——, speech of, pp. [193]-[7]
- —— states that interests to the extent of 60 millions are affected by any change in the Navigation Laws, p. [195]
- —— professes, generally, to follow the Protective policy inaugurated by Mr. Huskisson, ibid.
- —— hopes that no merely experimental changes will be countenanced or adopted, p. [196].
- ——, amendment of, finally rejected by a majority of 117, p. [206]
- ——, March, 1849, moves that Mr. Labouchere’s Bill be read again “this day six months,” p. [231]
- —— considers all the details of the Bill with great minuteness, pp. [231]-[2]
- —— makes a final speech against the Bill on the third reading, April 23, 1849, pp. [256]-[7]
- —— urges the great importance of the petitions against the Bill, and that the Navigation Laws have nothing strictly to do with Free-trade, p. [257]
- Hesketh, Mr., Consul at Rio di Janeiro, reply of, to the Foreign Office Circular, p. [47]
- Hildyard, Mr., points out the great value of the coasting trade of America, p. [243]
- Holt, Mr. A., sensible note by, on the effect of Government surveys, p. [490], note
- Hudson, Mr. (as member for Sunderland), supports the Protectionist side of the question, p. [199]
- Impressment, indefensible, and not to be resorted to, except when the country is actually in peril, p. [184], note
- Improvement of condition of Masters, Mates, &c., Act passed in 1850 with this object, p. [298]
- —— receives Royal assent August 14, and details, pp. [299]-[306].
- India, the Governor-General of, empowered to grant special privileges to States in alliance with the East India Company, p. [104]
- Inspection by Government of manufacturers’ work, wholly wrong in principle, p. [480]
- Inspection by Government, much doubt whether it would do the good expected, p. [482]
- Insurance of Ships, difficulties surrounding this subject, especially in the case of valued policies, p. [547]
- ——, the Royal Commission on Unseaworthy Ships, urge the necessity of a complete revision of the laws on, p. [548]
- Interference of Government may be carried so far as to be very injurious, p. [509], and note
- Jardine, Matheson and Co. commission Hall and Co., of Aberdeen, to build a ship of as fine lines and greater strength than any of the Americans, pp. [293]-[4]
- Java, case of ship from, laden with coffee, pp. [120]-[1]
- Labouchere, Mr., replies to the arguments of Mr. Herries, p. [197]
- —— formally lays the Government resolution for repeal of the Navigation Laws on the table, Aug. 10, 1848, p. [207]
- —— brings in the Bill for the repeal of the Navigation Laws, Aug. 16, 1848, but defers discussion on it till next session, ibid.
- —— (as President of the Board of Trade) moves, Feb. 14, 1849, nearly the same resolutions as in preceding year, p. [220]
- —— affects to believe that the Americans will not persevere in calling a voyage from New York to California a “Coasting” one, yet they do still, ibid.
- ——, his scheme for the Coasting trade, after all, a bungling one, p. [222]
- ——, after the receipt in England of Mr. Buchanan’s letter, still maintains that Mr. Bancroft “was a most honourable and straightforward man,” p. [223]
- ——, motion of, for second reading of the Bill carried by fifty-six, p. [246]
- ——, on motion for going into Committee, March 23, withdraws the Coasting clauses, p. [247]
- —— tries to excuse himself by showing that Sir T. Fremantle had changed his mind, p. [248]
- ‘Lancelot, Sir,’ The, extraordinary speed of, in sailing from China to London, p. [418], and note
- Lansdowne, Marquess of, introduces Bill for repeal of Navigation Laws into the Lords, May 7, 1849, p. [265].
- —— thinks that the Navigation Law might have been a suit of impenetrable armour, but is now only an imperfect garment of shreds and patches, ibid.
- —— urges that Bonaparte at the height of his power longed for three things he could not obtain—ships, colonies, and commerce, p. [266]
- Lefevre, Mr. (now Sir J. S.), well fitted by his mathematical training to study complicated questions of law or trade, p. [137]
- Legislation, most recent, not unlike the old Navigation Laws as attempting to regulate the business of Shipowners, p. [552]
- Letters of Marque, Government decline issuing, at the commencement of the Crimean War, p. [353]
- Liability, Limited, principle of, as shown in the powers given to the Board of Trade, p. [340]
- Liberal policy of England, no doubt the cause of the great increase of imports and exports in 1853, p. [296]
- ——, the nations who have adopted it have far outstripped all others, p. [421]
- Liddell, Mr. (Earl Ravensworth), replies, on the Protectionist side, to Mr. Ricardo, pp. [88]-[90]
- Life, loss of, at sea between 1818 and 1836, p. [465]
- ——, greatly increased by old imperfect classification of ships, p. [466]
- ——, returns of, three years previous to 1863 and 1874, show great accuracy, and may be relied on, pp. [468]-[9]
- Life, saving of, none of H. M.’s ships can make any claim for, p. [218]
- ——, no charge against Government that they have not done their utmost in, p. [513]
- Lighthouses, buoys, and beacons, dealt with under the 6th Section of Merchant Shipping Act, 1854, pp. [313]-[4]
- Lighthouses, Colonial, Act of 1855 passed as part of the great Act of 1854, p. [321]
- Lighting of the British coasts greatly improved of recent years, p. [514]
- Lindsay, Mr., his letters to the ‘Morning Herald’ in opposition to the Government scheme of repealing Navigation Laws without reciprocity from other nations, p. [208], note.
- —— contracts for six vessels in one week (1849) on an improved form, to compete with those of other nations, p. [221], note
- ——, interview with Napoleon III., and remarkable evidence of his knowledge in all matters of transport, p. [355], note
- —— moves and carries in the House of Commons the appointment of a Committee to consider all questions relative to the Transport Service, p. [358], note
- —— moves for a Committee to inquire into the operation of certain burdens specially affecting merchant shipping, p. [366]
- —— moves an Address to the Queen for inquiry into the burdens on the shipping interest, Jan. 31, 1860, p. [398]
- —— draws up the final report of the Committee on the shipping interest, p. [399]
- —— moves, March 29, 1860, an address to Her Majesty, with a view to negotiations with the Emperor of the French, and the modification of the French Navigation Laws, p. [438], and note
- ——, audiences with Napoleon III. to urge the value to France of free navigation, p. [440], note
- Lisbon, commercial association at, letter to, by Mr. Lindsay, Jan. 28, 1863, Append. p. [596]
- Liverpool, Petition from, principal terms urged in, pp. [228]-[9]
- Load-line, the marking of, enforced compulsorily by the Act of 1871, p. [475]
- ——, the, Royal Commission on Unseaworthy Ships declines to endorse with their approbation Mr. Plimsoll’s fancies about, p. [487]
- ——, details of the views about, of the Royal Commission on Unseaworthy Ships, p. [488]
- ——, a fixed, would do more harm than good, p. [527]
- —— must, ultimately, depend on the opinion of an expert, ibid.
- Local charges at ports, French Government protest against, p. [445]
- ——, exemption in favour of certain British ships, in 1852, Append. p. [620]
- Log-book, official, masters of all ships required by the Act of 1850 to keep, and under heavy penalties, also, if badly kept, p. [304]
- Lloyd’s Register of British and Foreign Shipping, history of, Append. p. [624]
- Lloyd’s Registry and other private associations do much towards the improvement of shipping, p. [471]
- London Merchants, Petition of, in 1820, the real commencement of Free-trade, does not allude to the Navigation Laws, p. [217]
- ‘Lord of the Isles,’ The, beats two American clippers from Foo-chow-foo to London, p. [294]
- Loss of Life must be considered in proportion to the number of vessels actually afloat, p. [511]
- Loss of Life on British Coasts, analysis of, and of the causes leading to, pp. [511]-[13]
- Losses by Railway Accidents, character of the inquiry into, as contrasted with that in lost ships, p. [495]
- Losses of Ships, present mode of inquiry into, not satisfactory to any one, p. [493]
- ——, the essential point to ascertain how the accident arose, whether from badness of ship, or the incapacity of those commanding her, p. [495]
- ——, the amount, during recent years, greatly exaggerated, p. [504]
- ——, no reliable statistics about, till 1855, when the Board of Trade undertook to prepare these, p. [505]
- ——, and of lives, often, much greater in one year than in those preceding or following it, p. [506]
- Louisiana, sold by France to America in 1803, for 15 million of dollars, p. [3]
- Lyell, Mr., M.P., proposes Committee of 1844 to inquire into the condition of the English commercial marine, pp. [69]-[70]
- Lyons, Lord (Boston, U.S.), letter to, from Mr. Lindsay, 1860, Append. p. [567]
- Macgregor, Mr., offers statements full of inaccuracies to Mr. Ricardo’s Committee, p. [137]
- Marine boards, Local, established at the principal seaports, p. [299]
- —— empowered to establish shipping offices, where all sailors are to be engaged, p. [300]
- Marine Insurance, the Royal Commission on Unseaworthy Ships disapproves the present form of, p. [501]
- Marseilles always a comparatively free port, p. [433]
- ——, object of the privilege to, to draw to France the commerce of the Mediterranean, ibid.
- Martin, Adm. Sir G. Byam, evidence of, pp. [178]-[186]
- —— asserts that the repeal of Navigation Laws will certainly diminish the number of shipwrights, p. [179]
- —— will concede nothing of the Navigation Laws, ibid.
- —— thinks that Shipowners will go to foreigners for cheap ships if Navigation Laws are abolished, p. [180]
- ——, and that the merchant service is valuable to the navy as supplying their men, p. [181]
- —— states that Lord Howe’s victory of June 1, 1794, was gained mainly by merchant seamen, ibid.
- ——, and that Admiral Gardner collected 35,000 to 40,000 merchant seamen, p. ibid.
- ——, estimate by, of English mercantile tonnage now more than trebled, p. [182], note
- —— thinks supply of seamen could not have been kept up in long war but by compulsory apprenticing, p. [182]
- ——, and that impressment cannot be wholly given up, p. [184]
- —— holds that the law compelling so many apprentices to be taken with each ship is a most wise one, p. [185]
- Massachusetts, the merchants of, supply their own people and the north of Europe with the produce of India and China, p. [7]
- Master, powers of, to be always fully upheld, pp. [497]-[8]
- Masters and Mates of foreign-going ships compelled to give testimonies of character for sobriety, &c., and to pass an examination, p. [300]
- McIver, Mr. C., evidence of, about the “classing” of ships, p. [535], note
- MacTavish, Mr., Consul at Baltimore, reply by, to the Foreign Office Circular, pp. [46]-[7]
- Measurement of Ships, the new, worked out by Mr. Moorson, and embodied in Act of 1854 by Mr. T. H. Farrer, p. [309], note
- —— takes capacity as the basis of the calculations, p. [309]
- —— adopted at the recent Congress for the tonnage of all nations passing through Suez Canal, p. [310]
- Mercantile Marine Fund dealt with in 7th Section of Merchant Shipping Act, 1854, p. [314]
- Mercantile Marine Board, and Code of Mercantile Maritime Laws, recommended by Committee of 1836, p. [470]
- Merchant Seaman’s Fund, in England, intended for the sole benefit of that class, p. [31]
- —— abolished in 1851, after long and gross mismanagement, p. [37], and note
- ——, the winding-up of it placed under the Board of Trade, p. [306]
- ——, Act passed August 8, 1851, for winding it up, and for its better management in future, ibid.
- Merchant Seamen, necessity of good education for, recognised by all other nations before England, p. [27]
- Merchant Shipping, short Act passed by Government, Sept. 6, 1875, p. [522]
- ——, extraordinary and dangerous power granted to the officers of the Board of Trade by the Act of Sept. 6, 1875, pp. [522]-[3]
- Merchant Shipping Act of 1854, its vast size, comprehensive details, &c., pp. [308]-[321]
- Merchant Shipping Act of 1875 withdrawn, as so altered that Mr. Disraeli declined to go on with it, p. [578]
- Merchant Shipping Code ought to be amended, and then effectually carried out, p. [555]
- Merit, the Official Certificate of, tends to screen the manufacturer, and to secure articles only so good as to pass inspection, p. [481]
- Minturn, Mr. (an eminent New York merchant), evidence of, pp. [186]-[90]
- ——, as to materials used in American ships, wages, number of hands required, &c., p. [188]
- ——, and as to the cost of the New York Packets, p. [187]
- —— thinks that the commerce of America has not really gained by Reciprocity treaties, p. [190]
- —— asserts that the Temperance system has been of the greatest value in American ships, ibid.
- Misconduct endangering life, or breach of duty by drunkenness, &c., &c., considered a misdemeanour by Act of 1850, p. [303]
- Money-Order Office, a special, opened for the benefit of sailors, p. [350]
- Montreal gradually became deserted by the Western merchants of America, p. [131]
- Murray, Mr., general conclusions of (Nov. 1847), drawn from the replies to the Foreign Office Circular, and suggestions for remedies, pp. [48]-[50]
- —— proposes “A Board or Department of Commercial Marine,” p. [49]
- Naples, Consul at, reply by, to the Foreign Office Circular, pp. [45]-[6]
- Napoleon III. announces, Jan. 1, 1860, his intended rupture with Austria, p. [397]
- —— at once sees how much the French would gain from free navigation, pp. [440]-[1]
- Naturalisation of goods, special evil in the case of those brought to Europe, p. [118]
- Naval Courts instituted abroad by Act of 1850, p. [304]
- Navigation, a Treaty of, ought to have accompanied the French Treaty of 1860, p. [437]
- Navigation Bill, third reading of it carried by a majority of 61 in the House of Commons, p. [263]
- ——, second reading of, carried by a majority of 10 in the Lords, p. [278]
- Navigation Laws, for two centuries considered universally the cause of England’s superiority on the ocean, p. [54]
- ——, views of foreign nations on the character and value of them to England, pp. [54]-[5]
- ——, study of them leads to but one conclusion—how much trouble our ancestors took to “beggar their neighbours,” p. [107]
- ——, condensed summary of, as in force in 1847, pp. [107]-[8]
- —— so far relaxed, as to call places, not geographically belonging to Austria, &c., ports, p. [113]
- —— full, in 1847, of anomalies which could neither be explained nor defended, pp. [113]-[15]
- ——, great difficulty in executing them, as they were in 1847, owing to the Registry Law, p. [114]
- ——, anecdote of the vessel chartered with cochineal for the Canary Islands, p. [121]
- ——, their ultimate working of no value to any one but the Shipowner, and, economically, a total waste of capital, p. [121]
- —— in many instances direct obstructions to ordinary trade, caused by, pp. [121]-[2]
- —— studied as much to see how they could be evaded as acted on in good faith, p. [122]
- ——, special difficulty of carrying out their principles in the case of Canada, p. [123]
- ——, advocates of their repeal, in 1847, not altogether successful, p. [140].
- ——, chief advocates of them as they were, Mr. G. F. Young, Mr. Richmond, Mr. Philippe, Mr. Imrie, Mr. Duncan Dunbar, and Mr. Macqueen, p. [141], note
- ——, arguments of the Shipowners in favour of the, pp. [141]-[3]
- ——, under, there was in 1847, coincidentally, a protected and an unprotected trade, p. [154], note
- ——, difficulty under, as to what was or was not a manufactured article, pp. [155]-[6]
- ——, under, foreign ships, up to 1845, could carry passengers but not goods, coastwise, pp. [156]-[7]
- ——, the Queen, in Speech from Throne, Nov. 18, 1847, recommends their consideration, p. [162]
- ——, twenty-five witnesses called by the Committee for the repeal of, and nine against, p. [157]
- ——, many questions on, to be dealt with by Government, unsupported, at the time, by any facts, pp. [177]-[8]
- ——, debate on-first division—June 2, 1848, for adjournment carried by 236 to 73, p. [200]
- ——, inquiry into restrictions imposed by, recommended in Speech from the Throne, pp. [218]-[9]
- ——, the Royal Assent given to the Bill for their repeal, June 26, 1849, p. [285]
- Neutrals, Government resumes the right of allowing effective blockades by, p. [354]
- Neutrals, rights of, respected in the war with Russia, and privateering abolished, p. [406]
- New England produces the almost entire supply of native-born American seamen, pp. [25]-[6]
- New Orleans, extraordinary growth of the trade of, since 1820, p. [5], note
- New York profited greatly during the earlier part of the revolutionary war in Europe, p. [5]
- —— greatly advantaged by the commencement of the Erie Canal in 1825, pp. [5]-[6].
- ——, details of the amount of tonnage entering it, between 1822 and 1871, p. [6], note
- —— suffered severely between 1806 and 1815 from captures, condemnations, and embargoes, ibid.
- Norway, character of the Seaman’s Institution in, founded Dec. 1834, pp. [39]-[40]
- Norway and Sweden require for the officers of their ships an even more rigid examination than that of Denmark, p. [29]
- Ocean race, the celebrated, from China to England in 1866, p. [417], note
- Overloading, evidence of Mr. W. J. Lamport on, p. [527], note
- Owner’s liability in the case of passenger ships, real facts about, pp. [338]-[9]
- Oxford, Bishop of, tries to get a clause inserted that privileges should not be given to countries who had not adhered to the treaties for the suppression of the slave-trade, p. [285]
- “Pacte de Famille,” allowing the Bourbon-ruled kingdoms to trade freely with France, Jan. 2, 1768, p. [425]
- Panic, Commercial, of 1847, shipping interest alone flourished during, owing to the great demand for corn in Ireland, pp. [158]-[9]
- Palmerston, Lord, reply of, to Mr. Bancroft, Nov. 17, 1847, pp. [165]-[6]
- ——, all parties disapprove his communications with the American Government, p. [169]
- —— admits, in the House of Commons, on Feb. 3, 1848, his correspondence with the American Government, p. [170]
- —— issues from the Foreign Office a circular (Dec. 22, 1848) to the foreign nations, seeking their views with regard to reciprocity, should the proposed repeal of the Navigation Laws be carried, pp. [209]-[17]
- ——, Circular of, general statement in, of what was likely to be done if the repeal of the Navigation Laws was carried, pp. [210]-[12]
- —— orders his agents to find out whether other countries will accept the advances of England, p. [211]
- —— requires information as to restrictions in force against British ships in different countries, differential duties, &c., ibid.
- Parliament has interfered too much with Shipowners, p. [525]
- ——, “Independent Members” of, introduce all sorts of measures to amend the Mercantile Laws, p. [551]
- Passenger Ships to be surveyed by Act of 1854, but further inquiry about, 1855, p. [322]
- —— surveyed, agreeably with the orders of the Committee of 1843, p. [471]
- ——, regulation of, summary of the Acts passed for, Append. p. [600]
- Passengers’ Act, impossible to obtain an uniform one, owing to the different laws of the States sending emigrants to America, pp. [334]-[5]
- Passengers’ Act of 1855 consolidates all that was good in the previous Acts, p. [331]
- ——, chief matters of, as its general management has been transferred to the Board of Trade, p. [343]
- Passengers’ Amendment Act, abstract of, and all Orders in Council relating to, to be posted up in the ship, p. [336]
- Passing Tolls all abolished, since 1860, but with far too high compensations, p. [411], note
- Peel, Sir Robert, makes great alterations in the tariff, p. [71]
- —— resigns office on the question of opening the ports owing to Irish famine, but resumes it on Lord John Russell’s failure to form a ministry, pp. [78]-[9]
- —— proposes, in 1846, a sliding scale of duties on corn, to last till February, 1849, p. [79]
- —— carries the repeal of the Corn Laws, but is, on same night, beaten on the Irish Arms Bill, p. [80]
- —— supports the Government measure, but in a hesitating manner, pp. [203]-[5]
- —— reserves his opinion for the present as to the throwing open the coasting trade, p. [204]
- —— suggests that the measure for the repeal of the Navigation Laws should only endure for five years, p. [205]
- Peel, Mr. F., brings in, in 1852, a Bill for the improvement of the Emigration system, p. [331]
- Peter, Mr., Consul, letters of, to English Foreign Office on the education of boys for the Philadelphian merchant service, p. [16] and note
- Pilots, the Licensing of, generally left in America to the laws of the separate States, p. [24]
- Pilots and Pilotage dealt with very fully by the fifth section of the Merchant Shipping Act of 1854, p. [312]
- Pitt, Mr., general principles of the Bill introduced by him to regulate the commerce between America and England, p. [56]
- —— resigns on the rejection of his Bill, by a combination of English Shipowners and the Loyalists of the American colonies, pp. [56]-[7]
- Plantation Trade, rules of, under the Navigation Acts, pp. [95]-[9]
- ——, rules with reference to, considerably modified by the Customs Act of 1825, p. [98]
- Plimsoll, Mr., carries his first Resolution in 1870, p. [474]
- —— publishes, January, 1873, a sensational book, entitled ‘Our Seamen,’ p. [476]
- ——, inaccurate in his statements, or ignorant of the power really possessed by the Underwriters at Lloyd’s, p. [477]
- ——, the Bill proposed by, could not possibly be entertained with any regard to the great maritime interests of this country, p. [478]
- ——, Bill by, practically, proposed that some officer of Government should survey every ship built and sent to sea, p. ibid.
- ——, most of the grievances urged by him have been met, so far as they could be, by legislation, by the “Merchant Shipping Consolidated Act” of 1854, and subsequent Acts, p. [485]
- ——, statements by, carefully analysed by the Royal Commission on Unseaworthy Ships, ibid.
- ——, violent conduct of, in the House of Commons, on withdrawal of Government Shipping Bill, 1875, p. [518], and notes
- ——makes grave assertions and charges, alike, against Government and private individuals, p. [525]
- Porter, Mr. G. R., in his evidence before Mr. Ricardo’s Committee, shows that England has been in nowise benefited by the Navigation Laws, pp. [138]-[9]
- ——, a hard-working honest man, of little or no knowledge in commercial matters, [137]
- —— shows the enormous increase of shipping between 1833 and 1846, p. [139]
- —— suggests that Prussia at the head of the Zollverein States, would impose differential duties on foreign states, p. [140]
- Possession or établissement, settlements specially created for the purposes of trade, p. [434]
- Portugal, trade with, not worth considering in any alteration of English law, p. [370]
- Portugal, King of, special trading allowances made to, on his emigration to the Brazils in 1808, p. [99]
- Potato Disease and Irish Famine, 1845-6, cause the repeal of the Corn Laws and the suspension of the Navigation Acts, pp. [78]-[9]
- ‘Powhattan’ The, dreadful loss of, April 16, 1854, pp. [324]-[5]
- Protection, the system of, renders English Shipowners less inclined to compete with foreigners, p. [28]
- Protection, under the form of the Navigation Laws, renders foreign ships and sailors superior to those of England, p. [41]
- —— generally prevalent abroad as well as in England, pp. [55]-[6]
- ——, there was an actual decrease of tonnage under, p. [378]
- Protectionists assert that foreign vessels would practically obtain all the long oversea carrying trade, if British ships could import non-prohibited articles, p. [69]
- Protectionists, French, succeed in nullifying, by the decree of June 8, 1866, many Free-trade provisions of the Act, May 19, 1866, pp. [448]-[9]
- Punishments inflicted by Government, cannot he heavier than the loss of his vessel to the owner who does not insure, p. [483]
- Receiver of Wrecks, great power given to, under Merchant Shipping Act of 1854, p. [317]
- Reciprocity Treaties, under, the trade to her colonial ports was jealously reserved by England, p. [65]
- —— of Mr. Canning and Mr. Huskisson, pp. [182]-[6];
- ——, their general character, p. [65]
- —— of little or no use in checking the anomalies of Protection, p. [68]
- —— serve as a wedge to break down the “great tree of Protection,” p. [71]
- Registration, the question of, fully dealt with in Merchant Shipping Act of 1854, under 91 clauses, p. [310]
- Registry Laws compelled British Shipowners in 1847 to use the dearest ships in the world, p. [92]
- Retaliation, Principle of, proposed by foreign nations and adopted (as against England) by America in 1817, p. [55]
- ——, naturally to be expected when one nation excludes the vessels of another from its trade, p. [58]
- Returns, Statistical, of the highest value to Merchant Shipping, pp. [376]-[9]
- Ricardo, Mr., proposes a Select Committee to inquire into the Navigation Laws, Feb. 1847, p. [83]
- ——, details of his speech on motion to inquire into the Navigation Laws, pp. [84]-[88]
- ——, motion for committee carried by 155 to 61, p. [90]
- ——, list of members who served on his Committee, p. [92], note
- ——, Committee of, make five reports, but limit themselves to the evidence they had taken, p. [92]
- ——, vigorous speech of, pp. [223]-[4]
- Richmond, Mr., sent by the Shipowners of Tynemouth to advocate the cause of the Navigation Laws before Committee of Mr. Ricardo, p. [147]
- —— urges that shipowning in the Baltic trade had been for twenty-five years a losing matter, ibid.
- ——, views of, as enounced before Mr. Ricardo’s Committee, pp. [147]-[152]
- —— urges that (in the north), Shipowners and merchants were distinct, the former having been so for generations, p. [148]
- —— holds that the captain of the present day is fully equal to the captain of former days, p. [149]
- —— considers English sailors less given to spirit-drinking than the Germans, p. [149].
- —— accuses, with some reason, Mr. Porter of unfairness in his statements, p. [152]
- —— urges the abolition of all Reciprocity Treaties as injurious to England, p. [151]
- Robinson, Mr., and Protectionists deceived by the mild wording of the Queen’s Speech, p. [162]
- —— claims indemnity for the Shipowner, in case the Bill should pass, p. [242]
- “Rule of the Sea,” together with the number of boats to be carried by ships, clearly laid down in 4th Section of the Merchant Shipping Act of 1854, pp. [311]-[12]
- Russell, Mr., a leading merchant of Boston from 1786 to 1798, p. [7], note
- Russell, Lord John, action of, as leader of the revolt against Protection, pp. [72]-[4]
- —— carries the measure for equalising the sugar duties, p. [81]
- ——, letter from, to Mr. Lindsay (1875), p. [82], note
- —— compelled by the Irish famine to suspend the Navigation Laws (Jan. 1847), ibid.
- —— suspends the Bank Charter Act, Oct. 25, 1847, p. [160]
- —— asserts, in his final speech on the third reading, that the fullest reciprocity would be conceded by America, p. [262]
- Russia, system in, for encouraging seamen, called the “Corporations of Free Mariners,” p. [30]
- ——, treaty made with, on the same principle as those with Austria and the Zollverein, p. [113]
- ——, exports from, generally, in British ships as there was not a sufficient Russian marine, p. [155]
- Russia and Prussia require the officers of their ships to have some knowledge of English and French, pp. [29]-[30]
- Sailors, as distinguished from mechanics or servants, have every facility in retaining their earnings, p. [543]
- Salvage, conditions under which it is granted under Merchant Shipping Act of 1854, p. [318]
- Sardinia accepts the proposals of Lord Palmerston, unconditionally, p. [216]
- Savings-Banks established, 1856, for the benefit of seamen, to save them from the baneful influence of “crimps,” p. [35]
- ——, large sums passed through, up to November 1874, p. [357], note
- Sea, Rule of the road at, special notices of, p. [344], note
- Seamen, all agreements with, to be in writing, and to specify, in detail, what is expected of them, p. [301]
- ——, laws, various, for their protection, passed from 1846 to 1854, p. [472]
- ——, peculiar favour shown to, in Merchant Shipping Code Consolidation Bill of August 1869, p. [474]
- Seamen, English, have now many privileges not granted to any other class of the community, p. [472]
- —— have not deteriorated, but have much improved in the last quarter of a century, p. [504]
- Seaworthiness, the proposed plan for certifying absurd, and, if carried out, ruinous, p. [531]
- ——, practically, cannot be defined, p. [539]
- Sherrard, Mr., Consul at Portland, U.S., reply by, to the Foreign Office Circular, p. [46]
- Sherwood, Mr., Consul, letter to English Foreign Office on the education of youths destined to the sea service, p. [16], and note
- Ships properly to be considered merely as the adjuncts to commerce, p. [65]
- ——, cost of building, at Dantzig, in the United States, &c., p. [141], note
- ——, nearly all, are now classed at Lloyd’s or elsewhere, p. [482]
- ——, loss of, from 1856 to 1872; sixty lost, from defects, &c., while 711 were lost from neglect or bad navigation, p. [487]
- Shipbuilders, French, much hampered by the absurd Protectionist Decree of June 8, 1866, p. [450]
- Shipowners object strongly to Government interference, p. [51]
- —— who joined the Anti-Corn-Law League did not perceive that the sweeping away of the Protective Navigation Laws must follow, p. [78]
- —— still suffering, in 1849, a periodical depression after two or three very prosperous years, p. [218]
- —— hold meetings in all the principal towns, especially seaports of England, p. [228]
- —— resolve to try another division in Committee of the House of Lords when there would be no proxies, p. [278]
- ——, great despondency of, on the repeal of the Navigation Laws, p. [287]
- ——, prosperity returns to, in 1852 and 1853, as confirmed by Mr. Tooke’s ‘History of Prices,’ p. [296]
- ——, the liability of, under certain circumstances defined by 9th Section of Merchant Shipping Act of 1854, and still further in 1862, pp. [318]-[9]
- —— able to appeal to the Court of Chancery to determine the amount of their liability, p. [341]
- —— complain of the discretionary power given to Emigration officers, p. [342]
- —— propose a petition to the Crown, requesting retaliation on such Foreign Powers as should decline reciprocity, p. [364]
- ——, public meeting of, Dec. 15, 1858, Mr. Dunbar in the chair, pp. [364]-[5]
- —— naturally feel that they have been treated very illiberally by the nations who will not reciprocate, p. [404]
- —— now only wish to be let alone, and allowed to manage their own business their own way, p. [414]
- —— liable, by the Act of 1870, to be punished criminally if they send an unseaworthy ship to sea, p. [475]
- Shipowners’ General Society, meeting of, Aug. 12, 1847, to consider the result of Mr. Ricardo’s motion, p. [90]
- ——, arguments urged by, pp. [91]-[2]
- —— told on two occasions, by Lord Clarendon, that the principle of the Navigation Law would not be altered, p. [166]
- —— issue many pamphlets, &c., showing the evil of the Government scheme for the repeal of the Navigation Laws, p. [208]
- —— still, in 1858, attribute their losses to the repeal of the Navigation Laws and the absence of reciprocity, p. [362]
- ——, meeting of, at London Tavern, R. W. Crawford, Esq., in the Chair, pp. [390]-[6]
- —— petition the Queen, praying her to exercise the powers vested in her, and to put in force the Retaliatory Clause of 1849, p. [366]
- ——, meeting of, Mr. Lindsay proposes an amendment at, which is ill received, p. [393] and notes
- Shipping, any decline of, in 1858, fully accounted for by the commercial distresses of the previous autumn, p. [380]
- Shipping Interest, Government at length determines that unequal burdens on, should be removed, p. [383]
- ——, inquiry into burdens in Committee for, appointed Feb. 16, 1860, p. [398], and note
- Shipping Interest, Committee on, decidedly object to the enforcement of reciprocity, p. [401]
- —— refuse the reimposition and restrictions on our colonial trade, p. [403]
- —— strongly affirm their judgment that all private property (not contraband of war) should be exempt from capture at sea, p. [408]
- ——, and opinion that the liability of owners of ships should not be much less than the value of the ship and its freight, pp. [408]-[9]
- —— decide that all light dues ought to be paid by the country at large, p. [410]
- —— give no decided opinion on the question of compulsory pilotage, pp. [410]-[11]
- —— are of opinion that most of the legislation since 1835 has been useful, though in some cases carried too far, p. [412]
- ——, report of, so generally accepted that there has been no further inquiry since, p. [412]
- Shipping Masters, important duties of, as appointed by the local Marine Boards under the Board of Trade, p. [300]
- Siegfried, M., in his evidence, shows the utter fallacy of Protection, pp. [454]-[5]
- Smith, Adam, quotation from, in Mr. Ricardo’s speech, showing his views of the Navigation Act, p. [87] and note
- Stanley, Lord (Derby), says that Canada demands repeal of the Navigation Laws as a compensation for the loss of Protection, p. [277]
- —— urges, in his final speech against the Bill, that, not the merchants had found out the Navigation Laws disadvantageous, but Ministers for them, ibid.
- —— moves, May 13, the rejection of the repealing clauses, so as to make the Bill one of conditional legislation, p. [279]
- ——, his amendment finally rejected by a majority of thirteen, p. [280]
- —— finally enters a protest in the Journals of the House, p. [285]
- Statesmen, the arising of a new class prepared to carry through the important principle of a free and unfettered commerce, p. [72]
- ——, ample field for, in fully working-out the mercantile questions now before them, p. [556]
- Steamer, one, can do the work of five sailing-vessels, p. [402]
- Steamers, rapid increase of, compared with sailing-vessels, between 1852 and 1860, ibid.
- Surtaxes de Pavillon again abolished, July 28 and 31, 1873, p. [460]
- Survey of ships, perhaps it might be possible to enrol several great associations for this purpose, p. [533]
- —— even by Lloyd’s Registry would, perhaps, prove scarcely better than one by Government, ibid.
- ——, great difficulties in really carrying it out, p. [538]
- Surveys of Board of Trade, number of persons now employed by the Board of Trade, p. [315], note
- Surveyors of the Board of Trade ordered, in 1864, to survey gratuitously such ships as seamen complained were unseaworthy, p. [473]
- Swedes and Norwegians already, in 1859, large buyers of English-built vessels, p. [403]
- ‘Thermopylæ,’ The, sails from London to Melbourne in sixty days—the fastest passage on record—doing 380 miles in one day!, p. [415]
- ——, extraordinary speed of this sailing-ship, ibid., and note
- ——, log of, Append. p. [613]
- Thiers, M., influence of, in favour of Protection after the German war, p. [456]
- Thompson, Alderman, thinks Sir Jas. Stirling’s plan for manning the navy Utopian, p. [197]
- Tonnage, Statistics of, belonging to Great Britain, United States, France, and Holland, from 1821 to 1874, Append. p. [618]
- Tonnage of Shipping entered and cleared in the United Kingdom, United States, France, Holland, Norway, Prussia, and Sweden, distinguishing between national and foreign ships, from 1850 to 1873, Append. p. [637]
- ‘Torrington,’ The, a successful “clipper” built by Hall and Co. at Aberdeen, in 1846, to compete with Americans in China, p. [288]
- Trade, Board of, power given to, to appoint special investigations where serious accident, p. [305]
- ——, power to summon a jury to ascertain the number, &c., of persons injured, p. [340]
- ——, inconclusive arguments as to any reaction for the employment of more ships than was required, p. [382]
- ——, returns by, of trade between 1834 and 1858, vigorously attacked by the Shipowners’ Association, pp. [386]-[7]
- —— empowered, by the Act of 1871, to stop the proceeding to sea of any ship reported as unseaworthy, p. [476]
- Transport Service during the Crimean war greatly increased for want of a well-organised Board, p. [357]
- Treaties of some value in rude times, but wholly inadequate to the regulation of commerce between great nations, pp. [65]-[7]
- Unclassed vessels now are, practically, either the very best or the very worst, p. [535]
- Underwriters, as a rule, will not take a risk on unclassed ships, p. [482]
- United States, trade between, and British North American Colonies, thrown open in 1807, p. [60]
- Unseaworthiness of seamen of greater national importance than that of the ships, p. [541]
- Unseaworthy ships, the law punishing those who send such to sea, can be made more prompt and effective, p. [553]
- Venetian Republic, law made by, in 1786, for the securing efficient and well-educated men for their marine service, p. [35]
- —— Scuola di San Nicolo, origin and progressive history from 1476 till modified in 1814, pp. [32]-[4]
- —— shipmasters, qualifications required from all, p. [35]
- Venice, Charitable Institution for Invalids in, the successor of the Scuola di San Nicolo, p. [34]
- Veritas, The, the name of a foreign system of registration much used in Canada, p. [471]
- Vessels built of iron compelled by the Act of 1854 to be separated into water-tight compartments, p. [312]
- Walker, Mr. J., Secretary to the Treasury in America, a zealous supporter of complete reciprocity, p. [214]
- Walpole, Mr., in debate on the third reading, asserts that the Navigation Laws are the wisest of our regulations, p. [258]
- ‘Washington Union,’ the article in, detailing Lord Palmerston’s intentions as to the Navigation Laws produces intense astonishment, pp. [167]-[8]
- Wetland Canal, value of, to Canada, as most of the expenses connected with it are paid by the Americans, p. [129]
- Wellington, Duke of, votes with the Government on the Navigation Bill, greatly to the annoyance of the Shipowners, p. [278]
- Wharfinger, the, responsible for the safe delivery of all goods on board vessels, p. [11]
- Williams, Mr., observations by, on the advantages of a general seaman’s fund, p. [38], and notes
- Wilson, Mr. J. (editor of the ‘Economist’), shows that, practically, the Navigation Laws were of little value to British shipowners, p. [233]
- —— urges that reciprocity must rest on equivalents which were, in this case, impossible, p. [234]
- —— resists Mr. Gladstone’s notion of reciprocity in some cases by special treaties, as sure to be misunderstood by foreigners, p. [234]
- —— opposes reciprocity even in shipping, p. [235]
- —— maintained that real reciprocity meant perfect freedom of trade to those who gave perfect freedom to us, ibid.
- ——, his supposition that America would act on the principle of her law of 1828, altogether fallacious, p. [253]
- Wrecks, accurate return of, first provided by Board of Trade in 1856, p. [468]
- Wrecks, inquiry into, one of the most valuable parts of the Merchant Shipping Act of 1854, p. [316]
- Wrecks cast on shore, general superintendence of, and appointment of receivers, placed under the Board of Trade by Merchant Shipping Act of 1854, p. [317]
- West Indies, 15,000 slaves perish from starvation between 1780 and 1787, p. [58]
- —— demand Free-trade on nearly the same principles as Canada, pp. [133]-[4]
- Yeames, Mr., Consul-General at Odessa, reply by, to Foreign Office Circular, p. [44]
- Young, Mr. G. F., strenuous advocate of the Navigation Laws, &c., as they were, pp. [143]-[6]
- ——, arguments in favour of Protection adduced by him before the Committee of the House of Lords, pp. [172]-[175]
- —— considers the “Long-voyage” Clause the most important in the Navigation Laws, p. [174]
- —— proposes some minor modifications of the Navigation Laws, pp. [174]-[5]
- ——, which are not, however, accepted by Government, p. [177]
- —— moves a strenuous resolution at the meeting of Shipowners, Dec. 15, 1858, p. [365]
- Zollverein, The, list of the States united under this commercial bond, p. [112]
- Zollverein States, treaties made with—after the fashion of that with Austria—1841, pp. [112]-[3]
END OF VOL. III.
LONDON:
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STAMFORD STREET AND CHARING CROSS.
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