1826 Navigation Laws. 625 
‘nolonger be retained ; that ‘nothing but the impotence, or neglect, or igno- 
‘vance of other nations, in matters of commerce, could have enabled us 
to'retain them so long as we have done; and our opinion is, that, after 
all, ‘it ‘is ‘a’ very questionable point, whether we have lost any thing by 
the'past changes, or are likely to lose any thing by those which are yet 
to be made; and must be made, and which are probably already con- 
‘templated. 8 i 8 
'» But what‘mean, then, the complaints of the ship-owners? They must 
know the factof which they complain. They affirm the shipping-interest 
is declining, and declining in consequence of the innovations—arise from 
what cause they may—in our Navigation Laws. To these complaints 
which we’ believe to spring solely from disappointments of the blindest 
speculations—from sheer over-trading, let us oppose a few facts and 
figures. Mr. H. happily supplies us with them, in a form too authentic 
tobe disputed. If we can get at the number of registered ships in our 
ports at different periods, before the late changes, for instance, and since 
—before the war, and after the war, and the last year, when the more 
recent changes were in full operation; if we can ascertain also the 
number of vessels built in those periods; and again, the number of 
vessels entering and quitting our ports, we should seem to have all the 
elements necessary to a satisfactory solution of the question. Now 
these we have. : 
The number of registered ships in the several ports of Great Britain 
In 1792 was 16,079, Tonnage .. 1,540,145, — : 
1815 — 24,966, =") 2,681,276, 
1825 — 24,174, _ 2,542,216. 
‘See there, exclaim the ship-owners, there are actually 686 fewer vessels 
than there were in 1815. Yes, say we, no more than 686, notwithstanding 
all the causes for diminution. All the causes for diminution? . Why, 
what causes are there, but the very ones of which we complain—say the 
ship-folks and the croakers? They are numerous, and each of them 
potential. Ist. The abolition of the slave-trade, by which a very con- 
siderable number of vessels were thrown out of employment; but on 
this fact we shall not lay any stress, because, though some of the relaxa- 
tions of the Navigation Laws began before the abolition, and therefore 
the reductions occasioned by the abolition are entitled to be considered 
in a comparison of the first period with the last, yet they cannot be 
included in the reductions since 1815—they will not account, we mean, 
for any part of the 686.—2d. The repression of the Barbary powers. 
_ Why how has that measure affected the shipping of the country? In 
this way. Before the bombardment of Algiers, not less, it is believed, 
an between seven and eight hundred British vessels were employed in 
coasting-trade of the Mediterranean, where now the flag of every. 
tty state floats in security, and, of course, supersedes our own.—3d. 
en the war ended, the negessity for transports diminished. Those 
— ts were chiefly hired vessels, and 1,226 were actually discharged. 
; - On the same occasion, 333 vessels of the king’s service were 
disposed of—not including ships of the line and frigates sold to be 
en up, but simply vessels of smaller tonnage, and calculated for 
other purposes than tliose of war—5. The corn laws, again, have dimi- 
nished the number. During the war, no inconsiderable number were 
régularly employed in the corn-trade ; but under the operation of: these 
’—so precarious, and so occasional is the trade—thatforeign. ships are 
M.M. New Series.~-Vou.I1. No.12. 4L 
