When peace was restored, the loss of the North American colonies, instead of diminishing the commercial shipping of England, tended rather to augment it,[219] while the value of her exports and imports resumed that position of steady increase which characterised the earlier part of the reign of George III., at the same time making a considerable stride in advance when the war had completely ceased. Preliminaries of peace were adjusted with the now separated colonies at Paris on the 30th of November, 1782,[220] although the definitive treaty was not signed till the 3rd of September, 1783, and ratified by Congress the 4th of January, 1784. With France and Spain similar treaties were signed about the same period, the Dutch alone keeping aloof from a final peace till the 24th of May, 1784. In India peace had been secured in March of that year by a treaty concluded with Tippoo Sahib,[221] who, by the peace in Europe, found himself deprived of his French auxiliaries. By keeping these dates in view, and glancing at the table at the foot of the page, originally taken from Chalmers’ tables, and now from McCulloch’s commercial dictionary,[222] the reader will be enabled to form a clear idea of the state of progress of British maritime commerce during one of the most critical periods of her history.
Ireland secures various commercial concessions.
While England was incurring a vast debt in unavailing endeavours to subjugate the revolted colonies, Ireland seized the opportunity to secure her commercial freedom. Hitherto she had been treated as a conquered country, a vassal island, the people of which were looked upon as aliens in race as well as religion. As the Irish were successful in their demand for freedom of trade and industry, England now passed successive Acts by which certain goods were allowed to be shipped directly from Ireland to the British plantations in America and to the British settlements in Africa; Irish-built ships were declared to be entitled to the same privileges as British; and, by the 20th George III. chap. 10, free trade with these countries was guaranteed. No practical results, however, followed from these concessions, the Irish having, from some cause or other, it may have been from want of capital or continuous industry, rarely given any real attention to mercantile, and especially maritime pursuits. For a brief period they possessed the dangerous gift of an independent legislature,[223] which, however, happily ceased its functions some twenty years afterwards, when a hopeless rebellion had been extinguished; nor indeed, even now, though possessing so many natural advantages, has Ireland progressed beyond a thriving coasting trade; while her efforts to encourage extensive fisheries even along her own coasts have proved unsuccessful. Indeed, it was only at a later period that her manufactures and her agriculture became the objects of national attention. Yet, with her fine harbours, rich soil, generous people, and admirable geographical position, it might have been hoped that Ireland would have taken a leading position as a naval power, or rather, as a commercial and maritime country.
Scotch shipping.
While Ireland continued to be a clog on the industry of the people of England, Scotland, restored to the blessings of domestic peace, was making rapid progress. The value of her exports, which during the war had in 1782 fallen to 653,709l., reached 1,007,635l. in 1785. Her shipping also represented a satisfactory result.[224] Scotland, like England, had now commenced a successful career of shipping business, and, however the colonial war may, for a few years, have retarded the onward progress of the now united nation, its subsequent advance was steady and prosperous, and is now astounding.
Rate of seamen’s wages.
With regard to the rate of wages paid to sailors in England and Scotland in 1784, no better authority can be quoted than Dr. Adam Smith,[225] who says in his great work that, “the lottery of the sea is not altogether so disadvantageous to the sailor, as compared with the soldier. Common sailors more frequently obtain some fortune and preferment than common soldiers; and the hope of those prizes is what principally recommends the trade.... Their wages are not greater than those of common labourers at the port which regulates the rate of seamen’s wages. As they are continually going from port to port, from all the different ports of Great Britain, their monthly pay is more nearly upon a level, and the rate of the port to and from which the greatest number sail, that is the port of London, regulates that of all the rest.”
“In the time of peace, and in the merchant service, the London price is from one guinea to about seven and twenty shillings the calendar month.” It must, however, be remembered that this estimate was made when the common labourer in London received nine or ten shillings per week, making in the month forty to forty-five shillings. The difference, of course, is accounted for by the sailor being supplied with provisions and shelter, such as it is, in addition to his pay. Taking the difference of the value of money and of the ordinary rate of wages paid three quarters of a century ago, we may presume that at the present rate of fifty to sixty shillings per month, the pay of a common sailor is considerably higher than it was at the period in question, and certainly he is much better fed. Indeed the position and condition of the common sailor have undoubtedly kept pace with the general improvement and progress of the nation.[226]
British Registry Act, Aug. 1, 1786.
About this period the new Registry Act came into operation, requiring the owner of every decked vessel of fifteen tons and upwards to have her measurement accurately ascertained according to a prescribed scale, and providing that every vessel registered in the customs, and thus securing the advantages of a British ship, must have been built in the British dominions, or captured as a prize and, subsequently, owned by British subjects. The Act also ordered that her name and the port to which she belonged should be painted conspicuously on her stern, and that her certificate of registration should contain full particulars of her dimensions, age, and owners, together with the name of her commander and other details.[227]