Section 65 Requires That They Should Be Submitted to _annual_

Survey, and to Special Survey within periods not exceeding three years.

Provision is made in the Rules for the Classification of Composite Ships; also of Foreign-built Ships constructed not in accordance with the Rules.

As all vessels are required to be surveyed periodically, the date of Survey is the criterion of their state of efficiency at that time only.

See Evidence before Royal Commission on Unseaworthy Ships. Question 11,135.

Statement of the Number of Exclusive and Non-Exclusive Surveyors to ‘Lloyd’s Register of British and Foreign Shipping.’

Exclusive Surveyors in the United Kingdom 47 Non-Exclusive Surveyors in the United Kingdom 14 Engineer Surveyors in the United Kingdom 7 Exclusive Surveyors in the Colonies and at Foreign Ports 6 Non-Exclusive Surveyors in the Colonies and at Foreign Ports 36 Engineer Surveyors stationed at Foreign Ports 3 --- Total number of Surveyors 113

INDEX.

Advance notes wholly wrong in principle. We do not pay our servants their wages in advance, p. 542

——, less pretence in giving them to the sailor, than to the mechanic or house servant, ibid.

——, proposal to make illegal, rejected by the House of Commons, ibid.

——, comprehensive view of, by the Royal Commission on Unseaworthy Ships, p. 543

America, rapid progress of, in the first half of the present century, p. 1

——, reasons for this, pp. 2-3

——, eighty years after the Declaration of Independence, rivals all other nations, in the amount of shipping, p. 3

——, in 1860, owns more tonnage than the whole of the United Kingdom, p. 3, note

——, distinct contracts for the sailors of, in the bank and cod, and whale fisheries, p. 9

—— adopts from other nations the laws best fitted for her condition, ibid.

——, various regulations in, with reference to contracts between seamen and masters, pp. 9-10

——, duties of mates in, much like those of other countries, p. 10

——, in, masters of vessels are liable to actions of law if they enforce their authority too severely, ibid.

——, regulations adopted in the courts of, for the duties of masters and mates, pp. 10-11

—— caused the first infringement of the principle of the old Navigation Laws, p. 99

——, Protectionist farmers in, stop the importation of Canadian corn into, p. 126

——, the policy of, with reference to the English repeal of the Navigation Laws most important to ascertain, p. 212

——, general policy of, ever since her Independence, has been Protectionist, p. 213, note.

——, the dwellers in, on the sea-board of the States, very strongly Protectionist, p. 215

—— builds, in 1848, a new and very superior class of vessels for trade from New York to California, and thence to China, p. 289

—— declines the convention with reference to privateering, p. 407

American Captains, memorial of, in 1820, to Congress complaining of the differential duties levied by France, p. 4, and note.

American Government had, for many years, to expend large sums for destitute seamen, p. 15

—— at once accepts the conditions of the repeal of the Navigation Laws, but withholds their own coasting trade, p. 286

American Law, careful provisions by, for all sailors employed in their ships, p. 11

—— considers the masters and owners of ships common carriers, p. 20

—— as applied to mercantile matters very nearly the same as the English, ibid.

—— expressly provides that merchant seamen shall have full opportunities of laying the complaints before their consuls abroad, p. 23

American merchant service offers more inducements than the English for young men to enter it, p. 17

—— generally anxious that their captains should have a share in vessels, ibid.

——, hence, secures for officers in its ships, men of superior position and attainments, ibid.

——, nature of the contracts in, between owners and captains, p. 18

——, excellent schools provided by, for training boys, ibid.

——, sailors employed in, can almost always read, write, and cypher, ibid.

——, spirit and character of the “shipping articles” usual in, as affecting seamen, owners, masters, and consignees, pp. 19-20

——, conditions about wages, in, with securities for their due payment, pp. 21-2

——, power given to the sailors employed in, to appeal to the Admiralty courts, pp. 22-3

American Navigation Laws, conditions and peculiarities of, pp. 328-9

American Seamen, Act of 1803 and 1840 with reference to the payment and discharge of, pp. 12-14

——, general character of, p. 25

American ships (under the Navigation Law) might carry British goods to British settlements in the East Indies, p. 95

—— allowed to clear from English ports to China, while English merchants could not send a ship thither, p. 105

American Shipowners require the masters of their vessels to have knowledge of commercial pursuits as well as of navigation, p. 15

American tonnage and classification differ from that of England, p. 187

American Vessels, Masters of, far superior to those of English ships during the first half of the present century, p. 15

American War of Independence, at the commencement of, the Americans could neither import nor export, except in British ships, p. 100

Americans obtain, nearly, a monopoly of the trade between China and Great Britain in 1849, p. 290

Americans so outstripped by English sailing vessels, that English ships are often chartered to bring early teas from China to New York, pp. 418-20

Americans of the West, naturally hope for a free exit of their goods to Europe, &c., from the mouth of the St. Lawrence, p. 125

—— and the Canadians naturally desire Free-trade, p. 125

Ancel, M., discouraging report of, pp. 458-9

Ancona, Consul of, reply by, to the Foreign Office Circular, p. 45

Annatto, case of ship laden with, pp. 119-20.

Anne, Queen, Act of, for securing seafaring apprentices, p. 183

Anti-Corn-Law League, object and action of, pp. 77-8

Austria, regulations of, with reference to the commanders of their merchant vessels, p. 36

——, special Commercial Treaty made with, 1838-40, pp. 110-2

——, details of treaty with, in 1840, valuable as showing the influence of the new civilizing power, steam, p. 111

Austria, French War with, caused a great demand for English shipping, p. 398

Bahia, the Consul at, reply by, to the Foreign Office Circular, pp. 47-8

Baker, Mr., Consul at Riga, reply by, to Foreign Office Circular, p. 43

Bancroft, Mr., has interviews with Lord Palmerston in the autumn of 1847, p. 163

——, emphatic language of, at one of these, ibid.

——, doubt if he meant all he said, pp. 163-4

——, letter from, to Lord Palmerston, Nov. 3, 1847, pp. 164-5

——, communications by, to the English Government, imply complete reciprocity, p. 169

——, certain, that up to March 5, 1849, he had succeeded in deceiving both Lord Palmerston and Mr. Labouchere, p. 223

Bank Charter Act of 1844 suspended for a second time, 1858, causes the failure of many banks, p. 361

Baring, Mr. T., thinks that we ought in all cases to adhere to the main principles of the Navigation Laws, p. 261

—— thinks if the merchants have really suffered as much as stated from the laws, they would have complained, ibid.

Belvidere, The, or Royal Alfred Aged Seaman’s Institution, great value of, p. 37, note

Bentinck, Lord George, resumes the debate on the Navigation Laws on June 9, 1848, the fourth night, p. 201

——, death of, Sept. 21, 1848, and universal respect to, shown on the day of his funeral, p. 219

Bergasse, M., a Protectionist, gives evidence, practically, confirming the Free-trade assertions, p. 454

Berkeley, Captain, evidence of, p. 186

Board of Trade, Commission by, May 17, 1847, to examine into matters connected with the commercial marine, p. 50

——, return of, confirms the general truth of the replies to Mr. Murray’s Circular to the Consuls, ibid.

Booker, Mr., Vice-Consul of Cronstadt, reply to the Foreign Office Circular, pp. 42-3

Boston sends ships to the East Indies and China as early as 1789, p. 7

Bouverie, Mr., amendment proposed by, not accepted by even the Shipowners, p. 249

—— urges that his amendment is strictly in accord with Free-trade principles, pp. 251-2

——, amendment of, ultimately supported by only 15 members, p. 254

Braysher, Mr., evidence of (as Collector of Customs in London), on the practical working of the Navigation Laws, pp. 153-5

——, peculiar anomalies in the Navigation Laws shown by, p. 154

Bright, J., Mr., energetically supports Mr. Cobden in his exertions against Protection, pp. 77-8

—— urges in vain on Mr. Labouchere the importation of cotton, then abundant at Havre, p. 155, note

British Ships, condition constituting previously to the repeal of the Navigation Laws, pp. 93-95

——, the owner of, under the Navigation Law, could not live in Paris, p. 117

—— are excluded from the trade between the Atlantic and Pacific ports of the United States, p. 373

British Ships and Seamen, Acts of Parliament passed between 1849 and 1875 inclusive, relating to British ships and seamen, and other Parliamentary Papers respecting thereto, Append. p. 634

British Tonnage, Returns of, if sufficiently extended, afford an adequate estimate of the actual state of British shipping, p. 375

Brougham, Lord, splendid oration of, against the repeal of the Navigation Laws, pp. 266-74

—— condemns with great severity Mr. Porter’s statistics, pp. 267-9

—— objects to sweep away all restriction without obtaining any equivalent, p. 269

—— holds that the policy of the Navigation Laws rested on the partial monopoly they gave to British shipping, p. 271

——, and that the fleets, with which we destroyed the power of Bonaparte, were created by the Navigation Laws, p. 272

—— believes the repeal of the Navigation Laws would encourage the infernal slave-trade, p. 273

Buchanan, Mr., replies to Mr. Crampton, by sending him the Act of Congress of May 24, 1828, p. 212

—— distinctly states that a letter had been written on Nov. 3, 1846, urging a Free-trade treaty between America and England, but reserving the coasting-trade of both countries, p. 214

Bülow, Count, replies on the part of Prussia that no pledge could be given for future legislation, p. 216

Buoyancy, the reserve, no possible means of determining, p. 528

Cabotage, technical name for the French coasting-trade, p. 447

Canada, fleets from, respectively called, according to the time of year, the “Spring” or the “Fall” fleets, p. 123

——, by great exertions, secures more rapid communication between interior and the sea than America, ibid.

——, people of, naturally hope that the German emigration to the United States would pass through it, pp. 124-5

——, produce of, so long as protected, had little ground for complaint, p. 130

——, could not be imported into England through New York, p. 131.

——, general results of the effect of the Navigation Laws as regarding, pp. 132-3

Canadians, a large number of them, maintain that the effect on Canada of Protection was, practically, mischievous, p. 127

—— assume that the opening of Canadian seaports to vessels of all nations would restore their trade, p. 128

——, though for a modified Free-trade, which might benefit themselves, were not prepared for it unconditionally, ibid.

—— naturally hope that they may be able to engross the trade of Western America, p. 130

Canton, American vessels allowed to trade there, though British vessels were not, p. 106

Cardwell, Mr. (now Lord Cardwell) thinks the effect of maintaining the “long-voyage” clause would defeat the policy of the warehousing system, p. 237

—— asserts that the “warehousing system” was the result of a judicious relaxation of the Navigation Laws, p. 238

——, remarkable action of, in the preparation of the Merchant Shipping Act of 1854, p. 320, note

——, greatly increases the number of lighthouses, &c., p. 414

Castro, Viscount de, replies sarcastically to Lord Palmerston’s letter of inquiry, pp. 216-17

Chain cables, great mistake to test them by enormous strains, as these tend to destroy the fibre of the iron, p. 318, note, and p. 480

—— and anchors, now tested through the agency of Lloyd’s Registry, p. 557

China, trade with, passages of “Clipper Ships” engaged in, Append. p. 611

Clay, Mr., though a Free-trader, declines to support Government till the restrictions on Shipowners were done away with, p. 200

“Clipper Ships” first built at Aberdeen in 1846, to compete with the Americans on the Chinese coasts, p. 288

Coasting clauses, in Mr. Labouchere’s Bill, withdrawn on the receipt of Mr. Buchanan’s letter, p. 223

Coasting Trade rigidly kept in the hands of England; indeed, made more strict by the Act of 1825, pp. 106-7

—— thrown open, and manning clause repealed, in 1854, p. 353

——, we do not even now know the number of ships in our, p. 465

Coasting Trade of America liable to be diminished on the opening of the railway across Central America to Panama, p. 374

——, all parties agree that America has acted selfishly in withholding her, p. 384

——, error in supposing it only a trade to San Francisco, p. 385

Coasting Trade of North American Colonies still confined to British vessels, p. 400

Cobden, Richard, letter from, to Mr. Lindsay, March, 1856, p. 75 and note

—— the chief of the new statesmen, who exploded the pernicious fallacies of Protection, pp. 74-77

—— asserts that we can build better ships than the foreigners, and cheaper too, quality considered, p. 201

—— that the sailor is as able to compete with foreigners as the artisan, ibid.

—— that the Shipowner pays none of the rates with which the landowner was charged, p. 202

—— asserts that the constant assertion of maritime superiority tends only to provoke other nations, ibid.

—— first meets M. Chevalier at the Exhibition of 1851, p. 436

—— determines with him to modify the tariffs of France, ibid.

“Coffin” Ships, if these still exist, this is not from any neglect on the part of Parliament, p. 503

Colbert, in 1661, devotes much attention to French maritime affairs, p. 423

Collision, after, masters of ships compelled, by Act of 1853, to stand by and help, p. 513

Colonie, this name, in the strictest sense, confined to La Guadaloupe, Martinique, and Bourbon, p. 434

Colonie, or Colonie à Culture, represents the English Plantation, ibid.

Commercial Marine of France, Commission to inquire into, 1870, pp. 450-1

——, rival views with reference to, of the French Protectionists and Free-traders, pp. 451-2

Commercial Maritime Law, in inextricable confusion, owing to the multitude of Acts, p. 308

Commercial Treaties, various, passed between England and America between 1794 and 1817, pp. 59-60

Commission, Royal, on Unseaworthy Ships, appointed unanimously, in answer to Mr. Plimsoll’s appeals, p. 484

——, its members, their ability and impartiality, ibid.

—— see, clearly, that increasing legislation will not remedy the evils complained of, p. 486

——, opinion of, as to what “unseaworthiness” really means, ibid.

—— determine to leave to the Shipowner the proper loading of his ships, p. 488

—— consider that a Government survey would only remove the responsibility from the Shipowners, p. 489

——, and, therefore, doubt its expediency, ibid.

—— point out that, already, there are great complaints of Government interference, ibid.

——, decline to make the powers of the Board of Trade more stringent, p. 491

—— are of opinion that the shipping offices have been of great value, p. 496

—— propose a new scheme for training boys for sea, p. 498

—— doubt the expediency of the present form of certificate of the Board of Trade as regards emigrant ships, p. 532

—— suggest the appointment of a permanent legal adviser to the Board of Trade, p. 549

——, Report of, on the whole, most able, p. 501

Committee of 1836, for inquiring into shipping, form many sound conclusions, p. 466

Committee of 1843, estimate by, of the loss of ships and lives, pp. 467-8

—— confirms the Act of that of 1846, and adds much new and useful matter, p. 471

Congress, in 1789, retaliates on British Commerce and Navigation, pp. 57-8

——, conciliatory action of May, 1830, in reference to trade with England, p. 63

Coninck, M. de, an ardent advocate of Free-trade, p. 453

——, evidence as to the real value of the complaints of the Protectionists, ibid.

Conseil Supérieur publishes three large volumes of evidence, and announces that great changes in the French law are imperative, p. 445

Consuls, alike in America and England, forbidden to trade on their own account, p. 13

Convention of Commerce between Great Britain and France, 1826, Append. p. 563

Cooper, Mr. T. C., graphic account of a race up Channel with two American ships, p. 291, note

Corn, enormous price of, in 1847, and consequent disastrous reaction, p. 159

Council, Order in, July, 1823, issued in opposition to the Act of Congress of March, 1823, p. 62

——, further, July, 1826, directed against the action of Congress, p. 63

—— can modify, in certain cases, the stringency of the Navigation Laws, p. 96

——, power, given to relax or restrict trade with different places, of the most capricious nature, p. 114

Crisis, Commercial, of 1857-8, various causes of, pp. 361-2

Customs do not take notice of coasting vessels in ballast, or with certain cargoes, p. 465

Customs, Act of, 1825, general effect, the throwing open English ports to the rest of world, under certain exceptions, p. 61

Dantzig, the Consul at, reply by, to the Foreign Office Circular, pp. 45-6

Decazes, Duke, sensible views of, p. 460

Denmark, excellent system in, of education for the mates and for the higher grades of the merchant service, p. 28

Disraeli, Mr., replies, sarcastically, to Mr. Cobden, pp. 202-3

——, on reporting progress, protests against the whole Bill as already seriously damaged, pp. 254-5

—— thinks all that we had heard last year about the United States must be taken as a tabula rasa, p. 263

Draught of water, very little advantage in publicly recording this, p. 529

“Droits de tonnage” levied on all foreign vessels up to 1793, p. 424

—— on foreign ships, abolished, ultimately, in 1867, p. 432

Drouyn de Lhuys, M., letter from, declining the overtures of Lord Palmerston for reciprocity, pp. 215-6

Drummond, H., amusing but illogical speech of, pp. 244-6

East India, Trade with, has been always exceptional, p. 103

——, conceded to ships not fulfilling the rules of the Navigation Laws, ibid.

——, Lascars employed in, are not to count as British seamen, and a certain proportion of English sailors required according to ship’s tonnage, p. 105

East India Company (Dutch) practically prevents English vessels from trading with Dutch settlements in the East, p. 400

Education needed even more for sailors than for landsmen, but England has done little yet in this direction, p. 541

Ellenborough, Lord, unwilling to diminish our navy, at the present period, by a single ship, p. 274

——, the more so, that by the new agency of railways, great forces can be suddenly concentrated on any one place, p. 275

—— moves in Committee of May 24 that the operation of the Bill be deferred for one year, but is beaten by twelve, pp. 280-2

—— urges that the effect of such undue haste will be to throw 45,000 seamen out of employ, p. 281

——, on third reading, points out many things that ought at once to be done for the relief of the Shipowner, pp. 283-4

Emigrant ships, the year 1854, the most fatal to them on record, no less than nine having been then lost, p. 324

——, no less than sixty-one lost in seven years ending Dec. 1853, ibid.

——, disgraceful state of the early, pp. 330-1

——, great mortality on board, noticed by Congress in Jan. 1854, p. 331

——, order by United States Passenger Act, that every master shall pay a fine of ten dollars for each passenger who may die on the voyage, p. 334

Emigrants, average annual number of, between 1815 and 1854, 102,923 persons, p. 323

——, medical inspection of, unsatisfactory, p. 328

——, various rules drawn out to secure the safety and comfort of, pp. 331-3

——, caution to, not to purchase “through” tickets, p. 337

——, but “through” tickets by the Grand Trunk Railway of Canada perfectly reliable, ibid.

Emigrants, dietary to, amount and character of, required originally, with the changes therein, pp. 329-330

Emigration, sums sent home for, amounted to from half a million to one million and a half annually, p. 323

——, resolutions, 1855, of the Senate of the United States in reply to questions on, pp. 333-4

Emigration Commissioners, many and valuable improvements suggested and carried out by, p. 337

Emigration officers appointed at Liverpool in 1864, and their duties, pp. 327-8

Emigration system previously to 1855, evil working of, and frauds practised on the emigrants, pp. 325-6

Engineers (marine) required, by the Act of 1862, to undergo the same examination in steam as Masters in sailing, p. 347

——, which, though at first doubted, has proved of great value, p. 348

England, alone of the nations, had no code for the regulation of her merchant sailors, p. 298

England, people of, half inclined to join France against Austria, p. 397

‘Equador,’ The, case of, as showing the fallacious and evil working of the Registry Law, pp. 115-16

——, importance of the decision of the Court of King’s Bench in this case, p. 116

——, showing, as it does, that a Corporation wholly consisting of foreigners may register a ship as British, p. 117

Europe, trade with, continually modified, but finally settled by the Customs Act of 1825, pp. 101-2

——, character of it, under the Navigation Laws, pp. 101-3

Examination of Masters, Mates, &c., has produced immense good since the passing of the Act of 1850, p. 302

Exhibition of 1851, started by Society of Arts, and supported by the Prince Consort, p. 435

Farrer, Mr. T. H. (now Chief Secretary to the Board of Trade), England greatly indebted to him for his exertions to ameliorate the state of the merchant seamen, pp. 298-9

——, evidence of, on the question of over-insurance, p. 546

—— opposes all legislation interfering with the details of a Shipowner’s duty, p. 551

Favoured-Nation Clause, sometimes, no doubt, beneficial, but often pernicious, p. 126

Fleury, M., letter from, and reply, June 17 and 23, 1862, Append. p. 590

Foreign nations are suspicious of even a modified surrender of Protection on the part of England, p. 64

—— do not understand the real position of free England, pp. 64-5

Foreign Office, defects in, when dealing with commercial matters, p. 405

—— apathetic, in not securing, by diplomacy, better terms of reciprocity from foreign Powers, p. 406

——, correspondence with, respecting the liability of British Shipowners in the courts of the United States of America, p. 571

Foreign Office Circular, of July 1, 1843, requiring information from Consuls abroad with reference to the character of British shipmasters and seamen, pp. 42-3

—— of great value, though unfair and invidious in form, p. 43

Foreign Shipmasters far more careful than the English in the stowage and transport of their cargoes, p. 52

Fortescue, Mr. (now Lord Carlingford), provisions in Bill introduced by, in 1873, strongly in favour of seamen, p. 515

France, peculiar system adopted in, of combining the navy and commercial marine, p. 30

——, all seamen in, considered to be in Government employ, and, therefore, enrolled and pensioned, ibid.

—— provides for her seafaring classes a better education than that of any other country, p. 31

——, Reciprocity Treaty with, may be taken as a specimen of other such treaties, p. 67.

—— in reply to Lord Palmerston, declines to have anything to do with Free-trade, p. 215

——, real object of war with Austria to advance her frontier to the Rhine, pp. 397-8

——, since Charles IX., has had to depend on other nations for many necessaries of life, p. 435

——, Commercial Treaty of 1860, the result of the labours of Messrs. Cobden and Chevalier, p. 436

——, its general conditions and effects, p. 437

——, the great natural advantages of, not her armies, the true sources of her lasting greatness and happiness, p. 462

France, people of, probably not more than one million (out of thirty millions) depend for livelihood on French shipping, p. 439

Free-trade, Manchester and Liverpool at issue on this great question, pp. 134-5

——, chief advocates of, before Mr. Ricardo’s committee—Messrs. Lefevre, Macgregor, and Porter, pp. 136-40

Free-trade Party triumphant after dissolution of July, 1847, p. 158

Free-traders, many, lose their seats in Parliament owing to the vigorous action of the Shipowners’ Society, p. 389

Freight, by the law of nations, considered to be the “Mother of Wages,” p. 21

——, enormous rise in, during 1853, and the causes thereof, pp. 296-7

French Assembly, under the influence of M. Thiers, reverse in Jan. and Feb. 1872 much of the law of 1866, p. 457

French Colonial Trade (Pacte Colonial), special regulations for preserving and increasing, pp. 425-6

——, three special rules for, p. 426

——, regulations of, extremely disadvantageous to France herself, and hard on her colonies, pp. 426-7

—— substantially maintained, and more vigorously enforced by the French revolutionary leaders, p. 427

——, measures adopted for, after the French Revolution, to be considered as war measures, p. 428

——, many of the regulations of, exact copies of the old English ones, ibid.

——, preserved with some modifications by all its Governments, p. 433

French Colonies, complaint of the chief, that they no longer derive any advantage from the Pacte Colonial, p. 443

French Differential Duties known by the names of the surtaxes de pavillon and the surtaxes d’entrepôt, p. 432

French, Emperor of, letter to, by Mr. Lindsay, on the subject of the Navigation Laws of France, Jan. 10, 1861, Append. p. 582

French Export Houses constantly employ English shipmasters as giving them less trouble, p. 455

French Markets, after the peace, for some time supplied by the aid of foreign shipping, p. 431

French Mercantile Law of May 19, 1866, leading conditions of, pp. 446-7

French Mercantile Marine did not keep pace with French commerce owing to the baneful influence of Protection, p. 435

—— increased where in competition with that of other nations, p. 439

—— decreased under the operation of their Protective Laws, ibid.

—— so like the English as often to be called Les Actes de Navigation, p. 430

French Mercantile Marine Law, as amended, did not finally pass the Chambers till 1866, p. 445

French Navigation Law, the first, absurdly stringent under Charles IX., p. 422

——, impartial law of July 3, 1860, with reference to, p. 443

French Ship, conditions entitling a vessel to this privilege, pp. 423-4

——, no alien permitted to command, p. 424

——, various enactments for securing the true character of, p. 429

Genoa, Consul at, reply by, to the Foreign Office Circular, p. 45

Gibson, Milner, Mr., gives the sanction of Government to Mr. Ricardo’s motion, p. 88

——, the country greatly indebted to, as a practical sailor, for carrying out the “Rule of the road at sea,” pp. 345-6

——, value of the Bill introduced by, in 1861, p. 413

Gladstone, Mr., objects to the discretionary power given to the Queen in Council, and to the reservation of the coasting trade, p. 198

——, relying chiefly on the sincerity of Mr. Bancroft, cautiously supports the repeal of the Navigation Laws, pp. 198-9

—— thinks it best to stick to the path of experience, and to carry out principles analogous with those of Mr. Huskisson, p. 239

—— strongly urges the removal of every burden with which the Shipowner is now oppressed, ibid.

—— urges that experience only points to conditional relaxation, p. 240

—— again strongly opposes the idea of retaliation, ibid.

——, in fine, thinks that substantial justice can only be rendered by conditional legislation, p. 242

—— again urges conditional legislation, but not in the form proposed by Mr. Bouverie, p. 250

—— would, at once, remove all taxes affecting the British Shipowners, p. 251

Government cannot legislate or dictate how a particular trade is to be carried on, p. 539

—— very properly concludes that it cannot leave the lives of many persons in the hands of incompetent officers and men, p. 52

Government, English, informs the American Government of its intentions with regard to the Navigation Laws, one day before the Queen’s speech, 1847, p. 166

Graham, Sir James, very able speech of, on third reading, pp. 258-260

—— objects to both reciprocity and retaliation, p. 259

—— considers the whole question involved to be Protection or no Protection, p. 260

Gray, Mr. T., rhymes made by, to facilitate recollection of the “Rule of the road at sea,” p. 345, note

——, thinks several of the Acts for saving life do more harm than good, p. 492

Great Britain has only quite recently instituted a system of examinations for her mercantile marine, p. 36

—— possesses no State institution for the benefit of her merchant seamen, p. 37

‘Great Republic,’ The, the finest and largest of the American clippers, pp. 359-360

Grey, Earl, replies to the strictures of the Earl of Hardwicke, p. 172

—— clearly shows that the Navigation Laws were of no advantage to the shipowner, p. 275

——, and proves that the Navigation Laws were a proximate cause of the independence of America, p. 276

Guano-trade with Africa asserted by General Shipowners’ Society to be the cause of the return of prosperity to the shipping interest, p. 70

Harbours of Refuge, large sums of money advanced for the construction or improvement of, p. 515

Hardwicke, Earl of, selected as the mouth-piece of the Protectionists in the Upper House, p. 171

——, speech of, Feb. 25, 1848, on moving a Select Committee of the House of Lords, pp. 171-2

Harper, J. W. A., evidence of, as to the impossibility of enforcing a load-line, p. 526

Harris, Capt., tries to enforce the apprenticing system, but fails, p. 256

Harrowby, Earl of, holds that where the interests of commerce and navigation conflict, those of navigation ought to predominate, p. 275

Henley, Mr., thinks that the principle of Free-trade has not been sufficiently tested as yet for it to be applied to another great interest, p. 238

Herries, Mr. (Chancellor of the Exchequer in 1828), takes up the cause of the Shipowners in 1848, by a counter resolution, p. 192

——, speech of, pp. 193-7

—— states that interests to the extent of 60 millions are affected by any change in the Navigation Laws, p. 195

—— professes, generally, to follow the Protective policy inaugurated by Mr. Huskisson, ibid.

—— hopes that no merely experimental changes will be countenanced or adopted, p. 196.

——, amendment of, finally rejected by a majority of 117, p. 206

——, March, 1849, moves that Mr. Labouchere’s Bill be read again “this day six months,” p. 231

—— considers all the details of the Bill with great minuteness, pp. 231-2

—— makes a final speech against the Bill on the third reading, April 23, 1849, pp. 256-7

—— urges the great importance of the petitions against the Bill, and that the Navigation Laws have nothing strictly to do with Free-trade, p. 257

Hesketh, Mr., Consul at Rio di Janeiro, reply of, to the Foreign Office Circular, p. 47

Hildyard, Mr., points out the great value of the coasting trade of America, p. 243

Holt, Mr. A., sensible note by, on the effect of Government surveys, p. 490, note

Hudson, Mr. (as member for Sunderland), supports the Protectionist side of the question, p. 199

Impressment, indefensible, and not to be resorted to, except when the country is actually in peril, p. 184, note

Improvement of condition of Masters, Mates, &c., Act passed in 1850 with this object, p. 298

—— receives Royal assent August 14, and details, pp. 299-306.

India, the Governor-General of, empowered to grant special privileges to States in alliance with the East India Company, p. 104

Inspection by Government of manufacturers’ work, wholly wrong in principle, p. 480

Inspection by Government, much doubt whether it would do the good expected, p. 482

Insurance of Ships, difficulties surrounding this subject, especially in the case of valued policies, p. 547

——, the Royal Commission on Unseaworthy Ships, urge the necessity of a complete revision of the laws on, p. 548

Interference of Government may be carried so far as to be very injurious, p. 509, and note

Jardine, Matheson and Co. commission Hall and Co., of Aberdeen, to build a ship of as fine lines and greater strength than any of the Americans, pp. 293-4

Java, case of ship from, laden with coffee, pp. 120-1

Labouchere, Mr., replies to the arguments of Mr. Herries, p. 197

—— formally lays the Government resolution for repeal of the Navigation Laws on the table, Aug. 10, 1848, p. 207

—— brings in the Bill for the repeal of the Navigation Laws, Aug. 16, 1848, but defers discussion on it till next session, ibid.

—— (as President of the Board of Trade) moves, Feb. 14, 1849, nearly the same resolutions as in preceding year, p. 220

—— affects to believe that the Americans will not persevere in calling a voyage from New York to California a “Coasting” one, yet they do still, ibid.

——, his scheme for the Coasting trade, after all, a bungling one, p. 222

——, after the receipt in England of Mr. Buchanan’s letter, still maintains that Mr. Bancroft “was a most honourable and straightforward man,” p. 223

——, motion of, for second reading of the Bill carried by fifty-six, p. 246

——, on motion for going into Committee, March 23, withdraws the Coasting clauses, p. 247

—— tries to excuse himself by showing that Sir T. Fremantle had changed his mind, p. 248

‘Lancelot, Sir,’ The, extraordinary speed of, in sailing from China to London, p. 418, and note

Lansdowne, Marquess of, introduces Bill for repeal of Navigation Laws into the Lords, May 7, 1849, p. 265.

—— thinks that the Navigation Law might have been a suit of impenetrable armour, but is now only an imperfect garment of shreds and patches, ibid.

—— urges that Bonaparte at the height of his power longed for three things he could not obtain—ships, colonies, and commerce, p. 266

Lefevre, Mr. (now Sir J. S.), well fitted by his mathematical training to study complicated questions of law or trade, p. 137

Legislation, most recent, not unlike the old Navigation Laws as attempting to regulate the business of Shipowners, p. 552

Letters of Marque, Government decline issuing, at the commencement of the Crimean War, p. 353

Liability, Limited, principle of, as shown in the powers given to the Board of Trade, p. 340

Liberal policy of England, no doubt the cause of the great increase of imports and exports in 1853, p. 296

——, the nations who have adopted it have far outstripped all others, p. 421

Liddell, Mr. (Earl Ravensworth), replies, on the Protectionist side, to Mr. Ricardo, pp. 88-90

Life, loss of, at sea between 1818 and 1836, p. 465

——, greatly increased by old imperfect classification of ships, p. 466

——, returns of, three years previous to 1863 and 1874, show great accuracy, and may be relied on, pp. 468-9

Life, saving of, none of H. M.’s ships can make any claim for, p. 218

——, no charge against Government that they have not done their utmost in, p. 513

Lighthouses, buoys, and beacons, dealt with under the 6th Section of Merchant Shipping Act, 1854, pp. 313-4

Lighthouses, Colonial, Act of 1855 passed as part of the great Act of 1854, p. 321

Lighting of the British coasts greatly improved of recent years, p. 514

Lindsay, Mr., his letters to the ‘Morning Herald’ in opposition to the Government scheme of repealing Navigation Laws without reciprocity from other nations, p. 208, note.

—— contracts for six vessels in one week (1849) on an improved form, to compete with those of other nations, p. 221, note

——, interview with Napoleon III., and remarkable evidence of his knowledge in all matters of transport, p. 355, note

—— moves and carries in the House of Commons the appointment of a Committee to consider all questions relative to the Transport Service, p. 358, note

—— moves for a Committee to inquire into the operation of certain burdens specially affecting merchant shipping, p. 366

—— moves an Address to the Queen for inquiry into the burdens on the shipping interest, Jan. 31, 1860, p. 398

—— draws up the final report of the Committee on the shipping interest, p. 399

—— moves, March 29, 1860, an address to Her Majesty, with a view to negotiations with the Emperor of the French, and the modification of the French Navigation Laws, p. 438, and note

——, audiences with Napoleon III. to urge the value to France of free navigation, p. 440, note

Lisbon, commercial association at, letter to, by Mr. Lindsay, Jan. 28, 1863, Append. p. 596

Liverpool, Petition from, principal terms urged in, pp. 228-9

Load-line, the marking of, enforced compulsorily by the Act of 1871, p. 475

——, the, Royal Commission on Unseaworthy Ships declines to endorse with their approbation Mr. Plimsoll’s fancies about, p. 487

——, details of the views about, of the Royal Commission on Unseaworthy Ships, p. 488

——, a fixed, would do more harm than good, p. 527

—— must, ultimately, depend on the opinion of an expert, ibid.

Local charges at ports, French Government protest against, p. 445

——, exemption in favour of certain British ships, in 1852, Append. p. 620

Log-book, official, masters of all ships required by the Act of 1850 to keep, and under heavy penalties, also, if badly kept, p. 304

Lloyd’s Register of British and Foreign Shipping, history of, Append. p. 624

Lloyd’s Registry and other private associations do much towards the improvement of shipping, p. 471

London Merchants, Petition of, in 1820, the real commencement of Free-trade, does not allude to the Navigation Laws, p. 217

‘Lord of the Isles,’ The, beats two American clippers from Foo-chow-foo to London, p. 294

Loss of Life must be considered in proportion to the number of vessels actually afloat, p. 511

Loss of Life on British Coasts, analysis of, and of the causes leading to, pp. 511-13

Losses by Railway Accidents, character of the inquiry into, as contrasted with that in lost ships, p. 495

Losses of Ships, present mode of inquiry into, not satisfactory to any one, p. 493

——, the essential point to ascertain how the accident arose, whether from badness of ship, or the incapacity of those commanding her, p. 495

——, the amount, during recent years, greatly exaggerated, p. 504

——, no reliable statistics about, till 1855, when the Board of Trade undertook to prepare these, p. 505

——, and of lives, often, much greater in one year than in those preceding or following it, p. 506

Louisiana, sold by France to America in 1803, for 15 million of dollars, p. 3

Lyell, Mr., M.P., proposes Committee of 1844 to inquire into the condition of the English commercial marine, pp. 69-70

Lyons, Lord (Boston, U.S.), letter to, from Mr. Lindsay, 1860, Append. p. 567

Macgregor, Mr., offers statements full of inaccuracies to Mr. Ricardo’s Committee, p. 137

Marine boards, Local, established at the principal seaports, p. 299

—— empowered to establish shipping offices, where all sailors are to be engaged, p. 300

Marine Insurance, the Royal Commission on Unseaworthy Ships disapproves the present form of, p. 501

Marseilles always a comparatively free port, p. 433

——, object of the privilege to, to draw to France the commerce of the Mediterranean, ibid.

Martin, Adm. Sir G. Byam, evidence of, pp. 178-186

—— asserts that the repeal of Navigation Laws will certainly diminish the number of shipwrights, p. 179

—— will concede nothing of the Navigation Laws, ibid.

—— thinks that Shipowners will go to foreigners for cheap ships if Navigation Laws are abolished, p. 180

——, and that the merchant service is valuable to the navy as supplying their men, p. 181

—— states that Lord Howe’s victory of June 1, 1794, was gained mainly by merchant seamen, ibid.

——, and that Admiral Gardner collected 35,000 to 40,000 merchant seamen, p. ibid.

——, estimate by, of English mercantile tonnage now more than trebled, p. 182, note

—— thinks supply of seamen could not have been kept up in long war but by compulsory apprenticing, p. 182

——, and that impressment cannot be wholly given up, p. 184

—— holds that the law compelling so many apprentices to be taken with each ship is a most wise one, p. 185

Massachusetts, the merchants of, supply their own people and the north of Europe with the produce of India and China, p. 7

Master, powers of, to be always fully upheld, pp. 497-8

Masters and Mates of foreign-going ships compelled to give testimonies of character for sobriety, &c., and to pass an examination, p. 300

McIver, Mr. C., evidence of, about the “classing” of ships, p. 535, note

MacTavish, Mr., Consul at Baltimore, reply by, to the Foreign Office Circular, pp. 46-7

Measurement of Ships, the new, worked out by Mr. Moorson, and embodied in Act of 1854 by Mr. T. H. Farrer, p. 309, note

—— takes capacity as the basis of the calculations, p. 309

—— adopted at the recent Congress for the tonnage of all nations passing through Suez Canal, p. 310

Mercantile Marine Fund dealt with in 7th Section of Merchant Shipping Act, 1854, p. 314

Mercantile Marine Board, and Code of Mercantile Maritime Laws, recommended by Committee of 1836, p. 470

Merchant Seaman’s Fund, in England, intended for the sole benefit of that class, p. 31

—— abolished in 1851, after long and gross mismanagement, p. 37, and note

——, the winding-up of it placed under the Board of Trade, p. 306

——, Act passed August 8, 1851, for winding it up, and for its better management in future, ibid.

Merchant Seamen, necessity of good education for, recognised by all other nations before England, p. 27

Merchant Shipping, short Act passed by Government, Sept. 6, 1875, p. 522

——, extraordinary and dangerous power granted to the officers of the Board of Trade by the Act of Sept. 6, 1875, pp. 522-3

Merchant Shipping Act of 1854, its vast size, comprehensive details, &c., pp. 308-321

Merchant Shipping Act of 1875 withdrawn, as so altered that Mr. Disraeli declined to go on with it, p. 578

Merchant Shipping Code ought to be amended, and then effectually carried out, p. 555

Merit, the Official Certificate of, tends to screen the manufacturer, and to secure articles only so good as to pass inspection, p. 481

Minturn, Mr. (an eminent New York merchant), evidence of, pp. 186-90

——, as to materials used in American ships, wages, number of hands required, &c., p. 188

——, and as to the cost of the New York Packets, p. 187

—— thinks that the commerce of America has not really gained by Reciprocity treaties, p. 190

—— asserts that the Temperance system has been of the greatest value in American ships, ibid.

Misconduct endangering life, or breach of duty by drunkenness, &c., &c., considered a misdemeanour by Act of 1850, p. 303

Money-Order Office, a special, opened for the benefit of sailors, p. 350

Montreal gradually became deserted by the Western merchants of America, p. 131

Murray, Mr., general conclusions of (Nov. 1847), drawn from the replies to the Foreign Office Circular, and suggestions for remedies, pp. 48-50

—— proposes “A Board or Department of Commercial Marine,” p. 49

Naples, Consul at, reply by, to the Foreign Office Circular, pp. 45-6

Napoleon III. announces, Jan. 1, 1860, his intended rupture with Austria, p. 397

—— at once sees how much the French would gain from free navigation, pp. 440-1

Naturalisation of goods, special evil in the case of those brought to Europe, p. 118

Naval Courts instituted abroad by Act of 1850, p. 304

Navigation, a Treaty of, ought to have accompanied the French Treaty of 1860, p. 437

Navigation Bill, third reading of it carried by a majority of 61 in the House of Commons, p. 263

——, second reading of, carried by a majority of 10 in the Lords, p. 278

Navigation Laws, for two centuries considered universally the cause of England’s superiority on the ocean, p. 54

——, views of foreign nations on the character and value of them to England, pp. 54-5

——, study of them leads to but one conclusion—how much trouble our ancestors took to “beggar their neighbours,” p. 107

——, condensed summary of, as in force in 1847, pp. 107-8

—— so far relaxed, as to call places, not geographically belonging to Austria, &c., ports, p. 113

—— full, in 1847, of anomalies which could neither be explained nor defended, pp. 113-15

——, great difficulty in executing them, as they were in 1847, owing to the Registry Law, p. 114

——, anecdote of the vessel chartered with cochineal for the Canary Islands, p. 121

——, their ultimate working of no value to any one but the Shipowner, and, economically, a total waste of capital, p. 121

—— in many instances direct obstructions to ordinary trade, caused by, pp. 121-2

—— studied as much to see how they could be evaded as acted on in good faith, p. 122

——, special difficulty of carrying out their principles in the case of Canada, p. 123

——, advocates of their repeal, in 1847, not altogether successful, p. 140.

——, chief advocates of them as they were, Mr. G. F. Young, Mr. Richmond, Mr. Philippe, Mr. Imrie, Mr. Duncan Dunbar, and Mr. Macqueen, p. 141, note

——, arguments of the Shipowners in favour of the, pp. 141-3

——, under, there was in 1847, coincidentally, a protected and an unprotected trade, p. 154, note

——, difficulty under, as to what was or was not a manufactured article, pp. 155-6

——, under, foreign ships, up to 1845, could carry passengers but not goods, coastwise, pp. 156-7

——, the Queen, in Speech from Throne, Nov. 18, 1847, recommends their consideration, p. 162

——, twenty-five witnesses called by the Committee for the repeal of, and nine against, p. 157

——, many questions on, to be dealt with by Government, unsupported, at the time, by any facts, pp. 177-8

——, debate on-first division—June 2, 1848, for adjournment carried by 236 to 73, p. 200

——, inquiry into restrictions imposed by, recommended in Speech from the Throne, pp. 218-9

——, the Royal Assent given to the Bill for their repeal, June 26, 1849, p. 285

Neutrals, Government resumes the right of allowing effective blockades by, p. 354

Neutrals, rights of, respected in the war with Russia, and privateering abolished, p. 406

New England produces the almost entire supply of native-born American seamen, pp. 25-6

New Orleans, extraordinary growth of the trade of, since 1820, p. 5, note

New York profited greatly during the earlier part of the revolutionary war in Europe, p. 5

—— greatly advantaged by the commencement of the Erie Canal in 1825, pp. 5-6.

——, details of the amount of tonnage entering it, between 1822 and 1871, p. 6, note

—— suffered severely between 1806 and 1815 from captures, condemnations, and embargoes, ibid.

Norway, character of the Seaman’s Institution in, founded Dec. 1834, pp. 39-40

Norway and Sweden require for the officers of their ships an even more rigid examination than that of Denmark, p. 29

Ocean race, the celebrated, from China to England in 1866, p. 417, note

Overloading, evidence of Mr. W. J. Lamport on, p. 527, note

Owner’s liability in the case of passenger ships, real facts about, pp. 338-9

Oxford, Bishop of, tries to get a clause inserted that privileges should not be given to countries who had not adhered to the treaties for the suppression of the slave-trade, p. 285

“Pacte de Famille,” allowing the Bourbon-ruled kingdoms to trade freely with France, Jan. 2, 1768, p. 425

Panic, Commercial, of 1847, shipping interest alone flourished during, owing to the great demand for corn in Ireland, pp. 158-9

Palmerston, Lord, reply of, to Mr. Bancroft, Nov. 17, 1847, pp. 165-6

——, all parties disapprove his communications with the American Government, p. 169

—— admits, in the House of Commons, on Feb. 3, 1848, his correspondence with the American Government, p. 170

—— issues from the Foreign Office a circular (Dec. 22, 1848) to the foreign nations, seeking their views with regard to reciprocity, should the proposed repeal of the Navigation Laws be carried, pp. 209-17

——, Circular of, general statement in, of what was likely to be done if the repeal of the Navigation Laws was carried, pp. 210-12

—— orders his agents to find out whether other countries will accept the advances of England, p. 211

—— requires information as to restrictions in force against British ships in different countries, differential duties, &c., ibid.

Parliament has interfered too much with Shipowners, p. 525

——, “Independent Members” of, introduce all sorts of measures to amend the Mercantile Laws, p. 551

Passenger Ships to be surveyed by Act of 1854, but further inquiry about, 1855, p. 322

—— surveyed, agreeably with the orders of the Committee of 1843, p. 471

——, regulation of, summary of the Acts passed for, Append. p. 600

Passengers’ Act, impossible to obtain an uniform one, owing to the different laws of the States sending emigrants to America, pp. 334-5

Passengers’ Act of 1855 consolidates all that was good in the previous Acts, p. 331

——, chief matters of, as its general management has been transferred to the Board of Trade, p. 343

Passengers’ Amendment Act, abstract of, and all Orders in Council relating to, to be posted up in the ship, p. 336

Passing Tolls all abolished, since 1860, but with far too high compensations, p. 411, note

Peel, Sir Robert, makes great alterations in the tariff, p. 71

—— resigns office on the question of opening the ports owing to Irish famine, but resumes it on Lord John Russell’s failure to form a ministry, pp. 78-9

—— proposes, in 1846, a sliding scale of duties on corn, to last till February, 1849, p. 79

—— carries the repeal of the Corn Laws, but is, on same night, beaten on the Irish Arms Bill, p. 80

—— supports the Government measure, but in a hesitating manner, pp. 203-5

—— reserves his opinion for the present as to the throwing open the coasting trade, p. 204

—— suggests that the measure for the repeal of the Navigation Laws should only endure for five years, p. 205

Peel, Mr. F., brings in, in 1852, a Bill for the improvement of the Emigration system, p. 331

Peter, Mr., Consul, letters of, to English Foreign Office on the education of boys for the Philadelphian merchant service, p. 16 and note

Pilots, the Licensing of, generally left in America to the laws of the separate States, p. 24

Pilots and Pilotage dealt with very fully by the fifth section of the Merchant Shipping Act of 1854, p. 312

Pitt, Mr., general principles of the Bill introduced by him to regulate the commerce between America and England, p. 56

—— resigns on the rejection of his Bill, by a combination of English Shipowners and the Loyalists of the American colonies, pp. 56-7

Plantation Trade, rules of, under the Navigation Acts, pp. 95-9

——, rules with reference to, considerably modified by the Customs Act of 1825, p. 98

Plimsoll, Mr., carries his first Resolution in 1870, p. 474

—— publishes, January, 1873, a sensational book, entitled ‘Our Seamen,’ p. 476

——, inaccurate in his statements, or ignorant of the power really possessed by the Underwriters at Lloyd’s, p. 477

——, the Bill proposed by, could not possibly be entertained with any regard to the great maritime interests of this country, p. 478

——, Bill by, practically, proposed that some officer of Government should survey every ship built and sent to sea, p. ibid.

——, most of the grievances urged by him have been met, so far as they could be, by legislation, by the “Merchant Shipping Consolidated Act” of 1854, and subsequent Acts, p. 485

——, statements by, carefully analysed by the Royal Commission on Unseaworthy Ships, ibid.

——, violent conduct of, in the House of Commons, on withdrawal of Government Shipping Bill, 1875, p. 518, and notes

——makes grave assertions and charges, alike, against Government and private individuals, p. 525

Porter, Mr. G. R., in his evidence before Mr. Ricardo’s Committee, shows that England has been in nowise benefited by the Navigation Laws, pp. 138-9

——, a hard-working honest man, of little or no knowledge in commercial matters, 137

—— shows the enormous increase of shipping between 1833 and 1846, p. 139

—— suggests that Prussia at the head of the Zollverein States, would impose differential duties on foreign states, p. 140

Possession or établissement, settlements specially created for the purposes of trade, p. 434

Portugal, trade with, not worth considering in any alteration of English law, p. 370

Portugal, King of, special trading allowances made to, on his emigration to the Brazils in 1808, p. 99

Potato Disease and Irish Famine, 1845-6, cause the repeal of the Corn Laws and the suspension of the Navigation Acts, pp. 78-9

‘Powhattan’ The, dreadful loss of, April 16, 1854, pp. 324-5

Protection, the system of, renders English Shipowners less inclined to compete with foreigners, p. 28

Protection, under the form of the Navigation Laws, renders foreign ships and sailors superior to those of England, p. 41

—— generally prevalent abroad as well as in England, pp. 55-6

——, there was an actual decrease of tonnage under, p. 378

Protectionists assert that foreign vessels would practically obtain all the long oversea carrying trade, if British ships could import non-prohibited articles, p. 69

Protectionists, French, succeed in nullifying, by the decree of June 8, 1866, many Free-trade provisions of the Act, May 19, 1866, pp. 448-9

Punishments inflicted by Government, cannot he heavier than the loss of his vessel to the owner who does not insure, p. 483

Receiver of Wrecks, great power given to, under Merchant Shipping Act of 1854, p. 317

Reciprocity Treaties, under, the trade to her colonial ports was jealously reserved by England, p. 65

—— of Mr. Canning and Mr. Huskisson, pp. 182-6;

——, their general character, p. 65

—— of little or no use in checking the anomalies of Protection, p. 68

—— serve as a wedge to break down the “great tree of Protection,” p. 71

Registration, the question of, fully dealt with in Merchant Shipping Act of 1854, under 91 clauses, p. 310

Registry Laws compelled British Shipowners in 1847 to use the dearest ships in the world, p. 92

Retaliation, Principle of, proposed by foreign nations and adopted (as against England) by America in 1817, p. 55

——, naturally to be expected when one nation excludes the vessels of another from its trade, p. 58

Returns, Statistical, of the highest value to Merchant Shipping, pp. 376-9

Ricardo, Mr., proposes a Select Committee to inquire into the Navigation Laws, Feb. 1847, p. 83

——, details of his speech on motion to inquire into the Navigation Laws, pp. 84-88

——, motion for committee carried by 155 to 61, p. 90

——, list of members who served on his Committee, p. 92, note

——, Committee of, make five reports, but limit themselves to the evidence they had taken, p. 92

——, vigorous speech of, pp. 223-4

Richmond, Mr., sent by the Shipowners of Tynemouth to advocate the cause of the Navigation Laws before Committee of Mr. Ricardo, p. 147

—— urges that shipowning in the Baltic trade had been for twenty-five years a losing matter, ibid.

——, views of, as enounced before Mr. Ricardo’s Committee, pp. 147-152

—— urges that (in the north), Shipowners and merchants were distinct, the former having been so for generations, p. 148

—— holds that the captain of the present day is fully equal to the captain of former days, p. 149

—— considers English sailors less given to spirit-drinking than the Germans, p. 149.

—— accuses, with some reason, Mr. Porter of unfairness in his statements, p. 152

—— urges the abolition of all Reciprocity Treaties as injurious to England, p. 151

Robinson, Mr., and Protectionists deceived by the mild wording of the Queen’s Speech, p. 162

—— claims indemnity for the Shipowner, in case the Bill should pass, p. 242

“Rule of the Sea,” together with the number of boats to be carried by ships, clearly laid down in 4th Section of the Merchant Shipping Act of 1854, pp. 311-12

Russell, Mr., a leading merchant of Boston from 1786 to 1798, p. 7, note

Russell, Lord John, action of, as leader of the revolt against Protection, pp. 72-4

—— carries the measure for equalising the sugar duties, p. 81

——, letter from, to Mr. Lindsay (1875), p. 82, note

—— compelled by the Irish famine to suspend the Navigation Laws (Jan. 1847), ibid.

—— suspends the Bank Charter Act, Oct. 25, 1847, p. 160

—— asserts, in his final speech on the third reading, that the fullest reciprocity would be conceded by America, p. 262

Russia, system in, for encouraging seamen, called the “Corporations of Free Mariners,” p. 30

——, treaty made with, on the same principle as those with Austria and the Zollverein, p. 113

——, exports from, generally, in British ships as there was not a sufficient Russian marine, p. 155

Russia and Prussia require the officers of their ships to have some knowledge of English and French, pp. 29-30

Sailors, as distinguished from mechanics or servants, have every facility in retaining their earnings, p. 543

Salvage, conditions under which it is granted under Merchant Shipping Act of 1854, p. 318

Sardinia accepts the proposals of Lord Palmerston, unconditionally, p. 216

Savings-Banks established, 1856, for the benefit of seamen, to save them from the baneful influence of “crimps,” p. 35

——, large sums passed through, up to November 1874, p. 357, note

Sea, Rule of the road at, special notices of, p. 344, note

Seamen, all agreements with, to be in writing, and to specify, in detail, what is expected of them, p. 301

——, laws, various, for their protection, passed from 1846 to 1854, p. 472

——, peculiar favour shown to, in Merchant Shipping Code Consolidation Bill of August 1869, p. 474

Seamen, English, have now many privileges not granted to any other class of the community, p. 472

—— have not deteriorated, but have much improved in the last quarter of a century, p. 504

Seaworthiness, the proposed plan for certifying absurd, and, if carried out, ruinous, p. 531

——, practically, cannot be defined, p. 539

Sherrard, Mr., Consul at Portland, U.S., reply by, to the Foreign Office Circular, p. 46

Sherwood, Mr., Consul, letter to English Foreign Office on the education of youths destined to the sea service, p. 16, and note

Ships properly to be considered merely as the adjuncts to commerce, p. 65

——, cost of building, at Dantzig, in the United States, &c., p. 141, note

——, nearly all, are now classed at Lloyd’s or elsewhere, p. 482

——, loss of, from 1856 to 1872; sixty lost, from defects, &c., while 711 were lost from neglect or bad navigation, p. 487

Shipbuilders, French, much hampered by the absurd Protectionist Decree of June 8, 1866, p. 450

Shipowners object strongly to Government interference, p. 51

—— who joined the Anti-Corn-Law League did not perceive that the sweeping away of the Protective Navigation Laws must follow, p. 78

—— still suffering, in 1849, a periodical depression after two or three very prosperous years, p. 218

—— hold meetings in all the principal towns, especially seaports of England, p. 228

—— resolve to try another division in Committee of the House of Lords when there would be no proxies, p. 278

——, great despondency of, on the repeal of the Navigation Laws, p. 287

——, prosperity returns to, in 1852 and 1853, as confirmed by Mr. Tooke’s ‘History of Prices,’ p. 296

——, the liability of, under certain circumstances defined by 9th Section of Merchant Shipping Act of 1854, and still further in 1862, pp. 318-9

—— able to appeal to the Court of Chancery to determine the amount of their liability, p. 341

—— complain of the discretionary power given to Emigration officers, p. 342

—— propose a petition to the Crown, requesting retaliation on such Foreign Powers as should decline reciprocity, p. 364

——, public meeting of, Dec. 15, 1858, Mr. Dunbar in the chair, pp. 364-5

—— naturally feel that they have been treated very illiberally by the nations who will not reciprocate, p. 404

—— now only wish to be let alone, and allowed to manage their own business their own way, p. 414

—— liable, by the Act of 1870, to be punished criminally if they send an unseaworthy ship to sea, p. 475

Shipowners’ General Society, meeting of, Aug. 12, 1847, to consider the result of Mr. Ricardo’s motion, p. 90

——, arguments urged by, pp. 91-2

—— told on two occasions, by Lord Clarendon, that the principle of the Navigation Law would not be altered, p. 166

—— issue many pamphlets, &c., showing the evil of the Government scheme for the repeal of the Navigation Laws, p. 208

—— still, in 1858, attribute their losses to the repeal of the Navigation Laws and the absence of reciprocity, p. 362

——, meeting of, at London Tavern, R. W. Crawford, Esq., in the Chair, pp. 390-6

—— petition the Queen, praying her to exercise the powers vested in her, and to put in force the Retaliatory Clause of 1849, p. 366

——, meeting of, Mr. Lindsay proposes an amendment at, which is ill received, p. 393 and notes

Shipping, any decline of, in 1858, fully accounted for by the commercial distresses of the previous autumn, p. 380

Shipping Interest, Government at length determines that unequal burdens on, should be removed, p. 383

——, inquiry into burdens in Committee for, appointed Feb. 16, 1860, p. 398, and note

Shipping Interest, Committee on, decidedly object to the enforcement of reciprocity, p. 401

—— refuse the reimposition and restrictions on our colonial trade, p. 403

—— strongly affirm their judgment that all private property (not contraband of war) should be exempt from capture at sea, p. 408

——, and opinion that the liability of owners of ships should not be much less than the value of the ship and its freight, pp. 408-9

—— decide that all light dues ought to be paid by the country at large, p. 410

—— give no decided opinion on the question of compulsory pilotage, pp. 410-11

—— are of opinion that most of the legislation since 1835 has been useful, though in some cases carried too far, p. 412

——, report of, so generally accepted that there has been no further inquiry since, p. 412

Shipping Masters, important duties of, as appointed by the local Marine Boards under the Board of Trade, p. 300

Siegfried, M., in his evidence, shows the utter fallacy of Protection, pp. 454-5

Smith, Adam, quotation from, in Mr. Ricardo’s speech, showing his views of the Navigation Act, p. 87 and note

Stanley, Lord (Derby), says that Canada demands repeal of the Navigation Laws as a compensation for the loss of Protection, p. 277

—— urges, in his final speech against the Bill, that, not the merchants had found out the Navigation Laws disadvantageous, but Ministers for them, ibid.

—— moves, May 13, the rejection of the repealing clauses, so as to make the Bill one of conditional legislation, p. 279

——, his amendment finally rejected by a majority of thirteen, p. 280

—— finally enters a protest in the Journals of the House, p. 285

Statesmen, the arising of a new class prepared to carry through the important principle of a free and unfettered commerce, p. 72

——, ample field for, in fully working-out the mercantile questions now before them, p. 556

Steamer, one, can do the work of five sailing-vessels, p. 402

Steamers, rapid increase of, compared with sailing-vessels, between 1852 and 1860, ibid.

Surtaxes de Pavillon again abolished, July 28 and 31, 1873, p. 460

Survey of ships, perhaps it might be possible to enrol several great associations for this purpose, p. 533

—— even by Lloyd’s Registry would, perhaps, prove scarcely better than one by Government, ibid.

——, great difficulties in really carrying it out, p. 538

Surveys of Board of Trade, number of persons now employed by the Board of Trade, p. 315, note

Surveyors of the Board of Trade ordered, in 1864, to survey gratuitously such ships as seamen complained were unseaworthy, p. 473

Swedes and Norwegians already, in 1859, large buyers of English-built vessels, p. 403

‘Thermopylæ,’ The, sails from London to Melbourne in sixty days—the fastest passage on record—doing 380 miles in one day!, p. 415

——, extraordinary speed of this sailing-ship, ibid., and note

——, log of, Append. p. 613

Thiers, M., influence of, in favour of Protection after the German war, p. 456

Thompson, Alderman, thinks Sir Jas. Stirling’s plan for manning the navy Utopian, p. 197

Tonnage, Statistics of, belonging to Great Britain, United States, France, and Holland, from 1821 to 1874, Append. p. 618

Tonnage of Shipping entered and cleared in the United Kingdom, United States, France, Holland, Norway, Prussia, and Sweden, distinguishing between national and foreign ships, from 1850 to 1873, Append. p. 637

‘Torrington,’ The, a successful “clipper” built by Hall and Co. at Aberdeen, in 1846, to compete with Americans in China, p. 288

Trade, Board of, power given to, to appoint special investigations where serious accident, p. 305

——, power to summon a jury to ascertain the number, &c., of persons injured, p. 340

——, inconclusive arguments as to any reaction for the employment of more ships than was required, p. 382

——, returns by, of trade between 1834 and 1858, vigorously attacked by the Shipowners’ Association, pp. 386-7

—— empowered, by the Act of 1871, to stop the proceeding to sea of any ship reported as unseaworthy, p. 476

Transport Service during the Crimean war greatly increased for want of a well-organised Board, p. 357

Treaties of some value in rude times, but wholly inadequate to the regulation of commerce between great nations, pp. 65-7

Unclassed vessels now are, practically, either the very best or the very worst, p. 535

Underwriters, as a rule, will not take a risk on unclassed ships, p. 482

United States, trade between, and British North American Colonies, thrown open in 1807, p. 60

Unseaworthiness of seamen of greater national importance than that of the ships, p. 541

Unseaworthy ships, the law punishing those who send such to sea, can be made more prompt and effective, p. 553

Venetian Republic, law made by, in 1786, for the securing efficient and well-educated men for their marine service, p. 35

—— Scuola di San Nicolo, origin and progressive history from 1476 till modified in 1814, pp. 32-4

—— shipmasters, qualifications required from all, p. 35

Venice, Charitable Institution for Invalids in, the successor of the Scuola di San Nicolo, p. 34

Veritas, The, the name of a foreign system of registration much used in Canada, p. 471

Vessels built of iron compelled by the Act of 1854 to be separated into water-tight compartments, p. 312

Walker, Mr. J., Secretary to the Treasury in America, a zealous supporter of complete reciprocity, p. 214

Walpole, Mr., in debate on the third reading, asserts that the Navigation Laws are the wisest of our regulations, p. 258

‘Washington Union,’ the article in, detailing Lord Palmerston’s intentions as to the Navigation Laws produces intense astonishment, pp. 167-8

Wetland Canal, value of, to Canada, as most of the expenses connected with it are paid by the Americans, p. 129

Wellington, Duke of, votes with the Government on the Navigation Bill, greatly to the annoyance of the Shipowners, p. 278

Wharfinger, the, responsible for the safe delivery of all goods on board vessels, p. 11

Williams, Mr., observations by, on the advantages of a general seaman’s fund, p. 38, and notes

Wilson, Mr. J. (editor of the ‘Economist’), shows that, practically, the Navigation Laws were of little value to British shipowners, p. 233

—— urges that reciprocity must rest on equivalents which were, in this case, impossible, p. 234

—— resists Mr. Gladstone’s notion of reciprocity in some cases by special treaties, as sure to be misunderstood by foreigners, p. 234

—— opposes reciprocity even in shipping, p. 235

—— maintained that real reciprocity meant perfect freedom of trade to those who gave perfect freedom to us, ibid.

——, his supposition that America would act on the principle of her law of 1828, altogether fallacious, p. 253

Wrecks, accurate return of, first provided by Board of Trade in 1856, p. 468

Wrecks, inquiry into, one of the most valuable parts of the Merchant Shipping Act of 1854, p. 316

Wrecks cast on shore, general superintendence of, and appointment of receivers, placed under the Board of Trade by Merchant Shipping Act of 1854, p. 317

West Indies, 15,000 slaves perish from starvation between 1780 and 1787, p. 58

—— demand Free-trade on nearly the same principles as Canada, pp. 133-4

Yeames, Mr., Consul-General at Odessa, reply by, to Foreign Office Circular, p. 44

Young, Mr. G. F., strenuous advocate of the Navigation Laws, &c., as they were, pp. 143-6

——, arguments in favour of Protection adduced by him before the Committee of the House of Lords, pp. 172-175

—— considers the “Long-voyage” Clause the most important in the Navigation Laws, p. 174

—— proposes some minor modifications of the Navigation Laws, pp. 174-5

——, which are not, however, accepted by Government, p. 177

—— moves a strenuous resolution at the meeting of Shipowners, Dec. 15, 1858, p. 365

Zollverein, The, list of the States united under this commercial bond, p. 112

Zollverein States, treaties made with—after the fashion of that with Austria—1841, pp. 112-3

END OF VOL. III.

LONDON: PRINTED BY WILLIAM CLOWES AND SONS, STAMFORD STREET AND CHARING CROSS.

Transcriber’s Note:

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Accents and other diacritics are inconsistently used.

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