Imatges de pàgina
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11. Statement of the Shipping employed in the Trade of the U. Kingdom, exhibiting the Number, Tonnage, and Crews of Vessels that entered inwards and cleared outwards (including their repeated Voyages), separating British from Foreign Vesse.s, and distinguishing the Trade of each Country, in 1849.

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Tons. Crews. Ships.

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691

193 63,268

Prua

Germany

1,401

196,197 9,053

1,419

285,084 14, 91

Holland

1,751 292,90 17,798

1,224

Ships.
Tone.
2,350 490,685 21,355 313 83,591 3,668 1,714 349,970 15,379 305!
1501 18,512 863 5531
92.877 4,27 136 17,293, 867 360
10,
561
8581 125,560 6,90 35 3,526 243 975
3,195 1,945,
146,067 9,146 9951 136,202 6,746 3,276
785 139.815
1,391 134,132'
118,719

Crews. Ships.

Tons. Crews. Ships.

Tons. Creres.

60,188 2,753 47,97% 2,576 112,297) 7,186 306,324 17,075

Beigium

1,207 136,021 9,763 616

France

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Portugal, Proper

4.5.3

46.229 2,794

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1,521

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81,704 6,009

6,189 1,105) 153,761 7,433 60 122,142
8,330 1,521 321,178 15,410 1,490 128,434
7,606) 1,512 216,081 14,450 1,044,
94,013; 6,403 735 100,177 8,437 518
338,719 26,490 3,7 492,510, 36,112 3,952
51,508) 3,171 224'
29,113 1,674)

5.701

8,209

76,033

5.421

323,379 25,825

33,320

2,035

736

72

Madeira

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511

11,237

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Spain, Continental

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Canaries

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34

5

7501

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Ionian Islands

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588

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70,031

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1,307

57

8,480

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1,148

55

Seria and Palestine

25

3,668

195

44

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Tipoli, Tunis, and Algiers

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Morocco

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2,459

132

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23,646 4,884,210 245,713/13,426 2,035,690 106,679 22,328 4,785,428 248,02815,275 2,299,060 120,035

III. Statement of the Number, Tonnage, and Crews of Vessels (including their repeated Voyages), that entered Inwards to, and cleared Outwards from, the several Ports of the United Kingdom, from and to Foreign Parts, during each of the Three Years ending 5th January, 1850.

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371,134 21,783 4,565,533 233.932 13,100 1,960,412 103,532 31.8-3 6,528,945 337,464 23,646 4,884,210 245,713 13,126 2,035,690 106,679 37,072 6,919,900 352,39% 22,669 4,770,370 249.818 15,256 2,312,793 119,464 37,925 7,083,163 369,282 21,177 4,721,027 244,971 13,645 2,056,651 106,822 34,822 6,780,681 351,793 15,273 2,299,060 120,035 37,603 7,084,488 368,063

IV. A Return of the Number and Tonnage of Sailing and Steam Vessels registered on the 31st of December, 1850, at each of the Ports of Great Britain and Ireland, including the Isle of Man and Channel Islands; distinguishing between those under and those above Fifty Tons Register, and between Sailing Vessels and Steam Vessels.-(Parl. Paper, No. 155. Sess. 1851.)

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1.417.253

Years.

British. Foreign Total. Years. British. Foreign. Total. Years.

British.

Foreign.

Total.

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1701 273,693 1702) 1709 243.693 45,625 289,318 1767 1712 326,620 29,115 355,735 1768 17131 1769 1714 421,431 26,573 448,004 1770 1713

Tons. Tons. 1760 47,634 142,900 1761 95,267 285,800 1762 100,524 244,788 1763 1764 43,635 317,328 1765 1766

1726

1772

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23,651 456,483 1773

1728

1774

17.36

1775

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1776

1738

1777

1739)

1778

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Tons. Tons. Tons. 540,241 107,237 1786 647,478 382,020 122,735 704,755 1787 543,444 124,926 668.370 1788 631,724 91,993 723,317 1789 662,434 79,800 742.231 1790 725,102 72,215 798,617 1791 758,081 66,153 824,231 1792 725,835 68,006 793,841 1793 761,786 77,984 839,770 1794 805,305 68,420 873,725 1795 806,495 63,176 869,671 1796 1771 877,004 66,898 943,902 1797 923,456 72,931 996,387| 1798 874,421 57,994 932,415 1799 901,016 68.102 969,418 1800 882,579 68,034 950,613 1801 872,108 74,323 946,431 1802 827,067 102,638 929,705 1803 732,558 93,778 826,336 1804 642,981 149,040 791,021 1805 731,996 154,111 885,397 1806 608,219 170,775 778,994 1807 615,150 225,456 840,606 1808 865,967 170,938 1,037,905 1809 932,219 118,268 1,050,187 1810

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1756 1757

496,254 76,456 572,710

1785 1,074,562, 107,484 1,182,346) 1,182,346|| 1811

1,500,052 1,684,870

Tons. Tons. 1,115,024 121,197 1,279,033 138,220 1,411,689 128,997 1,515,021 103,722 1,424,912 148,919 1,511,216 184,729 1,561,158) 175,405 1,240,202 187,032 1,382,166 218,077 1,145,450 382,567 1,254,624 478,356 1,103,781 396,271 1,319,151 366,719 1,302,551 414,774 1,717,325 1,445,271 695,031 2,130,324 1,345,621 804,880 2.150,501 1,626,966 461,723 1,453,066 574,542 1,463,286 587,819 1,493,209 605,821 1,486,302 568,170 1,424,103 631,910 1,372,810 282.145 1,531,152 699,750 1,624,274 1,138,527 2,762,801

1,507,353 696,232 | 2,203,585||

VI. Account of the Total Number of Vessels engaged in the Foreign and Colonial Trade of the United Kingdom, with the Amount of their Tonnage, and the Number of Men and Boys employed in navi gating the same, that entered inwards from all Parts of the World, in the several Years from 1814 to 1842, both inclusive: distinguishing British from Foreign.

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VII. Account of the Number of Vessels, with the Amount of their Tonnage, and the Number of Men and Boys usually employed in navigating the same, that belonged to the several Parts of the British Empire, on the 31st of December, 1848, 1849, and 1850, respectively.

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VIII. Account of the Number of Vessels and of their Tonnage, built and registered in, and of those belonging to, the different Ports of the British Empire, from 1820 to 1845, both inclusive; specifying the Number of their Crews, and distinguishing between those of the British Islands and Possessions in Europe and those of the Colonies.

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Ships. Tons.

1820

635

1821

68,142 Ships. Tons. 248 16,440 597 59,182 275

Ships.

1822

371

51,533 209

1823

604

1824

1825

1826

1827

911

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63,788 243 837 93.219 342 1,003 124,029 536 1,151 119,086 588 95,038 529 90,060 464 77,635 416 77,411 367 85,707 376 92,915 386 92,171 298 806 102,710 354 916 121,722 455 709 89,636 441 1837 1,005 135,922 510 1838 1,147 161,459 606 1839 1,278 186,903 368

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Tons.

Ships. Tons. Ships. Tons. Ships.
883
84,582 21,969 2,439,029 3,405 209,564 25,374
15,365 872 74,847 21,652 2,355,853 3,384 204,350 25,036
15,611 780 64,144 21,238 2,315,403 3,404 203,641 24,642
22,240
847 86,028 21,042 2,302,867 3,500 203,893 24,542
50,52% 1,179 143,741 21,280 2,348,314 3,496 211,273 24,776
80,895 1,539 204,924 20,701|2,328,807 3,579 214,875 24,280
86.534 1,719 205,640 20,965 2,411,461 3,657 224,183 24,625
68,908 1,440 163,946 19,524 2,181,138 3,675 279,362 23,199
50.844 1,321 140,913 19,646 2,193,300 4,449 324,891 24,095
39,237 1,450 116,872 19,110 2,199,959 4,343 317,041 23,453
32,719 1,147 110,130 19,174 2,201,592 4,547 330,227 23,721
34.290 1,136 119,997 19,450 2,224,356 4,792 357,008 24,242
43,397 1,145 136,312 19,661 2.261,860 4,771 356,208 24,435
32.578 1,025 125,049, 19,689 2,271,301 4,696 363,276 24,385
45,111 1,160 148,121 19,975 2.312,355 5,080 403,745 25,055
63,230
1,371 184,952 23,300 2,360,303 5,211 423,158 23,511
66,601 1,150 156,240 20,358 2,349,749 5,432 442,897 25,520
71,306 1,515 207,228, 20,536 2,333,521 5,501 457,497 26,037
79,947 1,753 241,406 20,912 2,420,759 5,697 469,842 26,609
47,898 1,646 234,501 21,670 2,570,635 6,075 492,798 27,745
43,288 2,219 363,352 22,654 2,768,262 6,308 543,276 28,962
32,857 1,860 301,166 23,161 2,935,399 6,591 577,081 30.052
971 133,275 402 55,148 1,373 188,423 23,954 3,041,420 6,861 578,430 30,815
736 85,273 494 55,904 1,230 141,277 23,898 3,007,581 7,085 580,806 30,983
731 96,876 525 69,857 1,256 166,733 24,016 3,014,392 7,304 592,839 31,320
890 121,919] 508 73,237 1,398 198,1561 24,388 3,123,150) 7,429 590,881) 31,817

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N.B. The falling off in the number of ships in 1827 is apparent only. The numbers returned in the previous years were those that appeared on the registers. But a ship, when once placed on them, remained till evidence was produced of her having been sold to foreigners, lost, or otherwise destroyed: so that a good many ships were at all times on the register, which, in fact, did not exist. The Registry Act passed in 1826 obliged all owners of ships to register them of new; when, of course, the names of those that had ceased to exist disappeared from the books.

Ship-building. The cost, including the outfit, of the ships built in the U. Kingdom in 1842, may, we believe, be taken, at a rough average, at from 10 to 121. per ton, or 117. at a medium, making their total value 1,058,100. London, Sunderland, Newcastle, Liverpool, Hull, Yarmouth, &c. are the principal building ports. The business has increased with extraordinary rapidity at Sunderland: so much so that while only 60 ships, of the burden of 7,560 tons, were built in that port in 1820, no fewer than 302 ships, of the burden of $7,023 tons, were built in it in 1840. Ships built at London, Liverpool, Bristol, and other western ports, are, however, in higher estimation than those built in the Tyne and the Wear, at least for those branches of trade where the best ships are required. Within the last few years, a great many steam boats have been built in the Clyde.

State of the Shipping Interest. The complaints that were so frequent about 10 years since respecting the distressed state of the shipping interest have recently all but ceased; indeed we incline to think they never had any very good foundation. No doubt their profits are a good deal lower now than they were during the war; but this, if it be really an evil, is one that is not peculiar to them, but equally affects agriculturists, manufacturers, and merchants; and is not even confined to this country, but extends to others. We have already shown the groundlessness of the clamour raised against the reciprocity treaties (ante, p. 853.); which, far from being injurious, have been signally beneficial to our commercial and shipping interests. It is believed that owing to the peculiar facilities afforded by means of docks and other devices for the loading and unloading of ships, the employment of steam tugs to bring them quickly to their moorings and to take them to sea, and the greater economy and despatch that now pervade every department of the business, 3 ships are able to perform, and do, in fact, perform, as much work as was done by 4 at the end of the war! There has, in this way, been a virtual addition of 400,000 or 500,000 tons to our mercantile navy. And this surely is enough, without looking at any thing else, to account for the decline in the rate of freight since 1815. The great number of new ships that have been built every year shows that the shipping business is quite as profitable as other departments.

The fall in the value of ships has been a consequence of the still greater fall in the value of the timber, iron, hemp, &c. of which they are constructed; and, however injurious to those who happened to have bought or built ships during the high prices, it is in no ordinary degree advantageous to the public, and to the ship owners that are now engaging in the trade. The discriminating duties on Baltic timber are, in fact, the only real grievance under which our shipping interest labours. Were it not for them, ships might be built cheaper in England than in any other country. Such, however, is the vast importance to a maritime nation like this of being able to build ships at the lowest possible rate, that we think they ought to be allowed to be built in bond, or, if that would be inconvenient, that a drawback should be allowed of the duty on every article used in their construction. A measure of this sort would give to

the shipping of England the same superiority, in point of cheapness that is now enjoyed by our cottons; and would do more than any thing else to consolidate and strengthen the foundations of our maritime ascendancy. It is entirely owing to the operation of the duties that so many ships are now built in the colonies. They are very inferior to those built in England; and were the latter built in bond, or were the duties on the articles used in their construction drawn back, they would also be the cheapest of

the two.

It may be worth mentioning, as illustrative of the singular anomalies that have been allowed to insinuate themselves into our commercial system, that timber may be imported into the Isle of Man, or into any other British possession, without regard to its origin, on payment of an ad valorem duty of 10 per cent. It is remarkable that advantage was not earlier taken of this anomaly, to build ships in the Isle of Man. Latterly, however, several vessels have been built in it, and, were it in other respects as well situated for ship-building as the other ports of the empire, it would become a principal seat of the business. There can, however, be no good reason why one part of the empire should be permitted to enjoy a peculiar privilege of this sort. An equalisation of the duties should take place, either by extending the British duties to the Isle of Man, or the Manx duties to Britain;— the latter would be the most beneficial way of obviating the anomaly.

SHIPS (CLASSIFICATION OF, FOR THE PURPOSE OF INSURANCE). To insure a ship on right principles, or in such a way that the premium shall be the fair equivalent of the risk, is no easy matter. The risk depends partly on the condition of the ship and the capacity of the master and crew; partly on the nature of the cargo she is to take on board; and partly on the voyage she has to perform. The last two circumstances disclose themselves, and their influence may be appreciated, at least with sufficient accuracy for practical purposes, without any difficulty; but it is far otherwise with the condition of the ship, and the capacity of the master and crew. It is essential to the adjusting of an insurance on fair terms, that these should be known; and it is, at the same time, exceedingly difficult to acquire any accurate information with respect to them.

It is plain that there is but one mode in which any thing satisfactory can be learned with respect to the condition of ships, and that is, by their inspection and examination by persons of competent information as to such matters. To acquire a just character at first, a ship should be repeatedly surveyed while she is being built; and to learn her condition at any subsequent period, some of the planks should be taken off, and her hull and rigging subjected to a thorough examination. This is the only method to be followed if we wish to arrive at results that may be safely depended on. The age of a ship should not be altogether overlooked in estimating her condition; but it is not a criterion that, taken by itself, is worth almost any thing. There is the greatest possible difference in the materials of which different ships are built, in the way in which they are built, and in the wear and tear to which they are exposed. Some are so very bad, that they actually go to pieces on their first voyage; others, with difficulty, last for 3, 4, or 7 years; and others, again, run for 10, 15, and even 20 years, and upwards, with but little repair. It may be presumed that the condition of ships built of similar materials, on the same plan, and employed in the same departments of trade, will depend materially on their ages: but a thousand circumstances conspire to defeat this presumption; and it would be ludicrous to suppose that it should apply at all in the case of ships constructed of different materials, and engaged in different lines.

But, notwithstanding the criterion of age is thus really worth less than nothing as a rule by which to judge of a ship's condition, it is almost the only one that was referred to in this country down to a late period. From about the year 1760, or perhaps earlier, down to 1834, ships were arranged, by the underwriters at Lloyd's, in classes marked by the letters A, E, I, and O, and the figures 1, 2, and 3; the former referring to the hull of the ship and the latter to the rigging. A ship marked A 1. was in the highest class; that is, her hull and rigging were both declared to be in the best condition; ships marked E 1. were in the next class; those marked I 1. were in the lowest available class, or that formed of such as were fit only for carrying coals, or other goods not liable to sea damage along the coast; ships marked O were unseaworthy. But to get into the highest class, no examination of the ship, or none worthy of the name, was required. Unless some very flagrant defect were obvious in their construction, all ships were entitled, when new, to be marked in the highest class; and they were entitled, whatever might be their real condition, to stand in it for a certain number of years, varying from 6 to 12, according to the port in which they happened to be built! It is not easy to imagine any thing more absurd than such a classification; but the whole extent of the injury arising from it is not immediately obvious. The great majority of merchants and underwriters have not, and could not be expected to have, any personal knowledge of different ships, and have nothing to trust to but the classified accounts. Suppose, now, that two ships were built at the same time in London or any other port; that one was constructed of the best materials, and in the best way, while the other was constructed of the worst materials, and in the most defective manner: these two ships were placed side by side in the class A 1.; the underwriters, seeing them there, were ready, without further inquiry, to insure them at the same premium, and the merchants were, for the same reason, quite as willing to

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