2.30 HISTORY OF THE [book vi ? 
and manufactures, and mutual wants, did not fur¬ 
nish the subject matter of intercourse between dis¬ 
tant countries, there must be an end to navigation. 
The remark, therefore, of a very distinguished se¬ 
nator,* concerning that branch of our commercial 
system of which we are now treating, appears to 
be undoubtedly true, that if the navigation act be 
suffered to run the full length of its principle, and 
is not changed and modified according to the 
change of times, and fluctuation of circumstances, 
it must do great mischief, and frequently even de¬ 
feat its own purpose.f 
* Mr. Burke. 
•j- An American writer of a periodica) work called the Museum , 
published at Philadelphia in 179J, having been informed that France 
had permitted the introduction of American vessels into her trade, (in 
which, however, he was mistaken), expresses the following sentiments 5 
which, to my understanding, convey conviction in every word. “ If 
“ France (saith he) had rejected American vessels, she would have 
11 so far sacrificed her carrying trade to the manufacture of ships. 
“ She wisely purchases, upon the cheapest terms, the cradles for her 
,£ marine nursery. The first and great object of the maritime powers 
4e ought to be, the increase of the number of their sailors, which is 
“ best done by multiplying the chances of their employment. Among 
“ the means of doing this, one of the most obvious and rational is, 
e< the multiplication of ‘vessels. The French-built ships cost from fif- 
“ ty-five to sixty dollars per ton, when fitted to receive a cargo, ex- 
“ elusive of sea-stores, insurance, the charges of lading,” outward 
(( pilotage, and other expenses incidental to the employment, and not 
to the building and outfit of a vessel. The American live oak 
“ and cedar ships, to which none are superior, cost in the same situ- 
“ ation, from thirty-three to thirty-five dollars, finished very com- 
£< pletely. If the French require 10,000 tons of new vessels, on any 
