Half a century has now elapsed since the signal failure of the Embargo. The theorists who planned it, the cabinet that adopted it, the politicians who blindly sustained it have passed from the stage. Angry feelings have subsided. The measure itself has become a part of the history of the country; but now that our commerce has again expanded, now that our navigation, for at least a quarter of a century, has continued to progress until it has outstripped that of Great Britain in speed, despatch, and capacity to carry, now that it knows no superior either in ancient or modern times, it is a fitting moment to investigate the causes and effects of the measure which once arrested its progress. Its history is replete with lessons; and if our late President has failed in other particulars, he at least cautioned us, in his inaugural address, "that our commerce and navigation are again exceeding the means provided for their defence," and recommended "an increase of a navy now inadequate to the protection of our vast tonnage afloat," greater than that of any other nation, "as well as to the defence of our extended sea-coast." To ascertain and appreciate the true causes of the Embargo, we must ascend to the origin of our commerce and trace it downward.
The Pilgrims who sought freedom in New England were enterprising men. The country in which they landed kindled a commercial spirit. Natural ports and havens, vast forests of pine and oak suitable for spars and timber, abundance of fish and whales, and the occasional failure of their crops, all invited them to the deep. Under the rule of Governor Winthrop, the shallop Blessing of the Bay was built at his Ten Hills farm, and made a voyage to Virginia. Boats, soon followed by sloops, engaged in the fisheries; brigs and ships were built for the trade with England. Boston became noted for ship-building, and Portsmouth supplied the royal navy with spars. The fleet which took Port Royal in 1710 was composed principally of American ships. The New England volunteers who in 1745 captured the fortress of Louisburg from the veteran troops of France were conveyed by ten American ships of war.
As early as 1765, six hundred sail from Massachusetts were engaged in the fisheries, and many American vessels pursued the trade to England, Spain, and the West Indies. The towns of Salem, Marblehead, and Gloucester were almost surrounded by fish-flakes. Fish, lumber, and provisions were the great basis of trade. Ships were built and laden with timber, and sold with their lading in English ports. Cargoes were made up of fish, live stock, and boards, for the West India Islands. The returns were shipped to Spain and Portugal, and there exchanged for silk, iron, fruit, wines, and bills on England. Occasionally ships joined the Jamaica fleet, or adventured on bolder voyages to the French islands; but the admiralty courts at Tortola and New Providence, often supposed to be in league with English admirals, repressed the spirit of adventure, and annually condemned American ships on the most frivolous pretences. The fame of American whalers had already reached England. Burke, in his celebrated speech on America, alludes to their enterprise. "We find them," he says, "in the deepest frozen recesses of Hudson's Bay, and again beneath the frozen serpent of the South…..What sea is not vexed by their fisheries? what climate is not witness to their toils?"
No record is to be found of the shipping of the Colonies prior to the Revolution, but there is reason to suppose that it must have exceeded two hundred thousand tons. During the Revolution the merchantmen went generally to decay or were captured. Some were equipped as privateers. But after seven years a ship is in its dotage. New vessels were built and armed. The models which figure in old pictures, with high sterns and bows, proved too clumsy for war, and modern forms were adopted. At least five hundred armed vessels were fitted out in the commercial States, and among them one hundred and fifty-eight from the single port of Salem. Some of these vessels mounted twenty guns; they captured large numbers of English vessels, and performed feats on the ocean as brilliant as any upon the land. At the close of the war, our shipping, although it included many prizes, was undoubtedly reduced; but it had changed its character. Our ships had improved in size and speed, and were manned by officers and seamen who had measured their strength with Englishmen, and acknowledged no superiors. From the Peace of 1783 to the Embargo of 1807, a period of twenty-four years, is a remarkable epoch in the history of American navigation.
At the close of the war, the country was exhausted by its long and protracted struggle with the colossal power of England. The Eastern States, which furnished most of the shipping, had made great sacrifices, and had contributed more than their share in men, money, and ships to the common defence. They were creditor States, and their means were locked up in "final settlements." Their remaining capital was insufficient to equip their vessels and give them full cargoes. The country was impoverished, too, by the suits of foreign creditors, to whom our merchants had become deeply indebted before the war. Under these circumstances, commerce was slowly resumed. For several years our exports did not exceed ten millions. But our merchants were not disheartened; they gradually enlarged their trade and extended their field of adventure; privateers were put into the India trade, and entered into successful rivalry with the more cumbrous ships of the East India Companies. The new Constitution was adopted, the public debt funded, and duties imposed to meet the interest. The war-worn officer, the patriotic merchant, and the humble capitalist, who had relied on the honor and justice of the country, were paid in public stocks which found favor abroad. Old capital was resuscitated and became the basis of commerce.
In 1793 our tonnage had risen to 488,000 tons; and in 1799 it had grown to 939,488 tons, and was still increasing. The aggressions of France in 1798 and 1799 were met with a bold spirit and proved of brief continuance, a proper chastisement was inflicted on the corsairs of Africa, the honor of the flag was maintained, our commerce moved onward until the close of 1807, and by the official report of that year our tonnage had increased to 1,208,735 tons, or at least five hundred per cent. in the first twenty-four years after the close of the war. The revenue had risen to fifteen millions, and the official report of the Treasurer showed a balance in the Treasury of eighteen millions in bonds and money; it stated, also, that twenty-six millions of the public debt had been extinguished in the seven years preceding. Our ships, too, had become the great carriers of the deep; our exports for 1807 were $108,343,750, of which $59,622,558 were of foreign origin; our ports, remote from the seat of war, had become the depots of goods; and our commerce, whitening the surface of every ocean, had begun to tempt the cupidity of contending nations. In 1807, the United States, in addition to its domestic produce, which went principally to English ports, exported of foreign goods, in round numbers, to
Holland, . . . . . . . . $14,000,000
French ports, . . . . . . 13,000,000
Spanish " . . . . . . 14,000,000
Italian " . . . . . . 5,500,000
Danish " . . . . . . 2,500,000
English and other ports,. 10,000,000
In those prosperous days of navigation, during the first period of twenty-four years after the Peace of 1783, the merchants of our country were accumulating riches; but a check was given to their prosperity by the Embargo, closely followed by acts of non-intercourse, by war, and by sixteen years of debility which ensued. In 1814, our tonnage was diminished to 1,159,288 tons, a point actually below that of 1807; and at the close of the second epoch of twenty-four years, in 1831, during which our population had doubled, the tonnage remained at 1,267,846 tons, having virtually made no progress in the second epoch of twenty-four years, commencing with the Embargo.
We now enter upon the third epoch of equal length, from 1831 to 1855, which stands out in bold relief a striking contrast to the gloomy period which it followed, and bears some resemblance to the epoch which preceded the Embargo, showing the recuperative power of a commerce destined to float after the most disastrous shipwreck.
Peace had continued down to 1831; the debt incurred during the war was at length reduced; new breeds of sheep were imported, and manufactures, aided by new inventions, were established on a permanent basis; our new fabrics began to demand more raw material; the culture of cotton was thus extended; railways were constructed; England, relaxing her commercial code, opened her marts to our breadstuffs; the great discovery of gold followed. Each of these causes gave an impulse to navigation, and at the close of the third epoch of twenty-four years, in 1855, our tonnage had outstripped that of England both in amount and effective power, and had risen by the official report to 5,212,000 tons, exhibiting a gain of more than three hundred per cent. The ratio of its advance may be inferred from the following table:—