purely imaginary, as I will show, your people were compelled to
pay greatly enhanced prices upon an enormous quantity of articles
necessary for their existence.
A few facts will now suffice to prove that your Shipowners have
not profited by protection any more than our Shipowners when they
were under the guardian care of the State.
Your coasting trade is confined strictly to French vessels.
The vessels of all other nations are actually prohibited from
entering it. In that trade there were entered and cleared in 1850,
2,447,556 tons of shipping. In 1860, 2,917,823 tons were entered
and cleared. In your trade with the United Kingdom your Shipowners
have had to contend on equal terms with the owners of British
shipping, yet what are the results? In 1850 there were entered and
cleared in that trade 594,640 tons of French shipping, cargoes,
and ballast, but in 1860 the entrances and clearances of your own
shipping in the same trade had increased to 1,017,617 tons. Thus,
while the vessels in your closely protected trade increased 20 per
cent., those engaged in the unprotected trade were nearly doubled!
I fear I weary you with figures, but allow me to give one more
instance of the pernicious effects of a protective policy on both
English and French shipping, as shown by a return of the tonnage
of ships built for or otherwise added to the merchant navies of
the United Kingdom and France in the following years. (_See_
Table, p. 595.)
These figures speak for themselves. The comparative annual
progress of the shipping of both countries was not worthy of
notice during the first period, when both were protected by the
laws of the respective countries. You made a start when between
1849 and 1850 our Navigation Laws were repealed, but when the
impetus which that repeal gave to our commerce came into play, and
when our Shipowners felt that they had to depend upon themselves,
and not upon the State, we shot ahead at an amazing rate during
the second period, while the annual increase of your shipping
remained stationary.
+----------------------++---------------------+
|To the United Kingdom.|| To France. |
+----------+-----------++----------+----------+
| | Tons. || | Tons. |
| In 1842 | 129,929 || In 1842 | 30,923 |
| ” 1849 | 117,953 || ” 1849 | 32,223 |
| ” 1850 | 133,695 || ” 1850 | 43,474 |
| ” 1860 | 211,968 || ” 1860 | 43,192 |
+----------+-----------++----------+----------+
When in Paris last month, I had occasion to converse with many of
your merchants and others in regard to the effect produced by the
recent commercial treaty. They were satisfied, but they felt that
something more was wanted, though they could not exactly say what
it was. Now, though both countries have every reason to be much
satisfied with that treaty, the want is to me very apparent. Free
navigation must accompany freedom of commerce. The ramifications
of commerce are so numerous and the competition so close that
the slightest hindrance to its natural flow, or the smallest
increase of freight, either retards, paralyses, or destroys vast
branches of it. The trade which your people are now carrying on
with England and its colonies and possessions is greatly retarded
by the restrictions of the Navigation Laws. The produce of France
which we buy is not in all cases paid for by the produce or
manufactures of this country. We wish you to take in exchange
for your wines and for the other productions of France which we
require, and you desire in many cases to receive in payment for
those productions, the produce of our colonies and possessions;
but your Navigation Laws raise, as I have shown, the price of
all such importations, so as to affect, most unfavourably for
your people, the conditions of exchange, and, consequently, our
commercial intercourse with each other is much more limited than
it would be under a system of free navigation. I most sincerely
trust that these restrictions may soon be removed; I do so, not
merely on account of my countrymen, but for the benefit of your
people, who will be large gainers by the change.
We were the first nation, I regret to say, to raise barriers to
free intercourse with other nations. It was Great Britain which
first set up laws to dictate the course which the ships of other
nations should follow upon the ocean meant to be free for the use
of mankind.
We maintained that wretched policy for centuries to the injury of
others, but not to our own gain.
At last we discovered that the poverty of our neighbours did not
enrich ourselves. Twelve years ago we changed our policy, and I
have given you an outline of the happy results. Your country is
still pursuing the same mistaken policy, but I think the day is
not far distant when your enlightened Monarch will sweep away all
the ancient barriers which hamper his commerce, and thus give to
his people that freedom of intercourse which, while it tends to
promote peace and goodwill, cannot fail to develop to an extent
hitherto unknown the vast natural resources of your country.
I am, &c.,
(Signed) W. S. LINDSAY.
APPENDIX No. 6.
Letter to the Commercial Association, Lisbon.
Braganza Hotel, Lisbon,
28th January, 1863.
SIR,
My engagements have been such that it has not been in my power
till now to answer your letter of the 20th instant. I have,
however, in the interval been endeavouring to obtain statistical
information in regard to the amount of tonnage belonging to this
country, and the entrances and clearances of ships at its ports.
I have obtained that information so far as regards the commerce
of Lisbon and Oporto, but I cannot find that any returns are
published of the general commerce of Portugal or of its shipping.
I am therefore unable to offer an opinion to the members of your
association respecting the effect produced upon your shipping, and
on the sea-borne commerce, by your navigation and commercial laws.
The trade of Lisbon, however, so far as the entries inwards and
outwards are concerned, shows little or no increase these last six
years.
Considering the geographical position of Portugal and its natural
resources, you seem to have more to gain by free intercourse with
other nations than most other countries. The magnificent Tagus
offers facilities which few harbours in Europe possess. Yet, with
these great natural advantages, you do not appear to be doing
one-half the amount of trade you might do, and I believe this
arises in a great measure from the restrictive nature of your
Navigation Laws, and the cumbrous, slow, and harassing character
of your Customs’ regulations.
England maintained somewhat similar Navigation Laws up to 1869.
At that time the aggregate tonnage of the merchant navy of the
British Empire was 4,232,962 tons. It had risen from 2,681,276
tons in 1815, showing an increase of 1,551,686 tons in thirty-five
years of Protection, and it was, therefore, argued by many
persons that the repeal of those laws, while it would benefit the
Shipowners of other nations, would be suicidal to our own. But
our leading statesmen were of a very different opinion. They felt
that it was for the interest of the people of Great Britain to
have the freest possible intercourse with all nations; to import
what they required, and export what they had to sell at the lowest
cost; and, as shipping is not the parent but merely the child of
commerce, they foresaw that it must increase with the increased
intercourse with other nations. The result has proved the wisdom
of their opinions. A reference to our Board of Trade returns (a
copy of which I will send to you on my return to England) shows
the enormous increase of our commerce, and the consequent increase
of the wealth and prosperity of our people.
Since the 1st of January, 1850, ships of all nations have been
allowed to enter and leave our ports, and to trade to our colonies
and possessions on the same terms in all respects as our own
vessels. And while our people have been large gainers by the
repeal of the Navigation Laws, an Act which that year came into
operation, our Shipowners have been greatly benefited, for in
1860 we owned 5,710,968 tons of shipping, showing an increase in
ten years of Free-trade nearly as great as the increase during
thirty-five years of Protection.
But the increase in the amount of business carried on in British
ships to and from the ports of Great Britain is even more
remarkable.
In 1842 there were entered and cleared at our ports of British
shipping, 6,669,995 tons.
In 1850 there were entered and cleared at our ports of British
shipping, 9,442,544 tons.
In 1861 there were entered and cleared at our ports of British
shipping, 15,420,532 tons.
The increase being 2,772,549 tons during nine years of Protection,
while it was no less than 5,977,988 tons during eleven years of
Free-trade.
But experience has proved that restrictive laws are injurious to
all countries which maintain them. It is verified in your our own
case. See what the trade of the Tagus has become to that of the
Thames or Mersey, though the former affords much greater natural
facilities for shipping and commerce. It has long been apparent
in Spain; and though the wealth and great natural resources of
that country are now in course of development by means of railway
communication, its intercourse with other countries is still
very limited, and must remain so while they continue to maintain
high differential duties, which yield little or no revenue, and
seriously curtail their intercourse with the world.
Even France is a striking example of the loss a nation sustains
by endeavouring by means of Protection to shut herself up within
herself.
It is thus evident that every restriction a country imposes upon
its freedom of intercourse with other countries—while it curtails
the operations of its merchants, and enhances the price of the raw
material to its manufacturers, increasing also the cost of the
commodity to the people—must necessarily curtail the employment of
its Shipowners.
These restrictive laws often compel merchants to buy what they
require, at greatly enhanced prices, articles not produced in the
country from whence they are imported; as is the case in your
importations from England of cotton, sugar, coffee, hemp, jute,
silk, foreign wool, and numerous other articles, all arising in
a great measure from the fact that the differential duties[315]
imposed by your Navigation Laws oblige you to import foreign
manufactures or produce, either in your own ships or in the ships
of the country where the articles were produced. Consequently the
people of Portugal pay much higher prices than we do for almost
every article they require to import from other countries, for
the exclusive benefit of your Shipowners, who do not increase
the number of their vessels. But these restrictive laws retard
the natural progress of commerce in ways too numerous to mention
within the limits of a letter, and they are as absurd as they
are pernicious. Their absurdity becomes apparent when you ask
yourself the question, why should the merchants of either France
or Portugal not be allowed, when it suits their purpose, to import
direct, in any ships they please, the produce of Europe, Asia,
Africa, or America, instead of importing it through England or
through any other country where it is _not_ grown?
France, as you are aware, has recently made great changes in her
commercial tariff, and ere long she will, I daresay, make as great
changes in her Navigation Laws. I can offer no opinion to your
Chamber of Commerce beyond advising its members in the interests
of their country to urge the Legislature by petitions and by
every constitutional means within their power _to remove every
restriction in your Customs’ regulations not absolutely necessary
for the protection of the revenue, to reduce the duties upon all
articles of large consumption, to abolish all differential duties
which yield little or no revenue, and to repeal your Navigation
Laws, which do the people great injury, and do not benefit your
Shipowners except in rare instances_.
I am thoroughly convinced that by some such changes as these much
of your ancient greatness and grandeur would be restored. Unwise
laws, combined with other matters too delicate for me to name,
have done perhaps more to retard your progress than the loss of
your possessions in the East, or your severance from the Brazils.
Indeed, had Portugal adopted Free-trade measures at the time of
that severance she would have retained the bulk of the Brazilian
commerce; but your Protection laws set up barriers at all your
ports, through which very few ships but your own could enter—they
drove trade from your cities, and the very bread from the mouths
of your children. No wonder that the glory of Portugal passed
away; and that your merchants, who were, indeed, princes in the
days of Vasco de Gama, are now almost unknown in the markets of
Europe.
Even, in spite of your restrictive laws, the natural facilities
of the Tagus are still so great and so many that vessels from
the Brazils are beginning to make it their port of call, and if
the changes I have ventured to name are carried into effect, I
am certain that Lisbon, from its position, is destined to carry
on a very extensive traffic with the world. It may even become
one of the great entrepôts for the supply of many of the European
markets, as the railways now in course of construction will afford
facilities for conveying its imports, not merely to the interior
of Portugal and to Spain, but also to more distant parts of Europe.
It is, indeed, sad to look, as I now do, from the window of my
hotel upon the beautiful but lifeless Tagus—to think what it
_is_ by nature, what it _was_ in commerce, and what it
might be under wise and liberal laws. The future is in the hands
of your own people, and the members of your chamber might become
instruments of great good by the dissemination of statistical
and other information bearing upon the questions on which you
have invited my opinion. You have happily a free press, which
will enable your chamber to do so to great advantage. I return to
England to-morrow. When I reach home I shall forward to you copies
of the works you desire to possess, as also other publications
which may be of service to you. Much useful information might also
be obtained from the various ministers and consuls resident in
this city; and I am sure they will only be too happy to assist you
in the laudable object you have in view, for the countries they
represent, especially England and France, are deeply interested in
every measure tending to create greater intercourse between your
country and their own.
I am, Sir,
Your very obedient and faithful servant,
W. S. LINDSAY.
To A. J. P. SERZEDELLO, junior, Esq.,
&c. &c. &c.,
Secretary to the Commercial Association, Lisbon.
APPENDIX No. 7.
_Summary of the Acts passed for the Regulation of Passenger Ships._
The first separate Act for regulating passenger ships was the 43 Geo.
3, cap. 56. By this Act the number of passengers to be carried in any
British vessel was limited to one person, including the crew, for every
two tons of the unladen part of the ship, and in foreign ships two
persons for every five tons. Vessels to North America were required to
be victualled for twelve weeks, so as to afford a daily allowance for
each person of ½ lb. of meat, 1½ lb. of biscuit or oatmeal, with ½ pint
of molasses, and 1 gallon of water. Regulations were prescribed for
mustering the passengers and for promoting cleanliness on the voyage,
and a surgeon was to be carried. The master and surgeon were obliged to
give bond in the sum of 100_l._ severally to keep a true journal,
which journal was, on the return of the vessel, to be delivered to
the officer of Customs and verified on oath. Bond was likewise to be
given by the owners or master for the seaworthiness of the ship and the
delivery of the passengers at their destined ports. An abstract of the
Act was to be hung up on board.
Some slight amendments of detail were made in this law in 1813 by the
53 Geo. 3, cap. 36; and in the year 1816 it was further amended by the
Act 56 Geo. 3, caps. 83, 114. By the first of these Acts, which is
confined in its operation to Newfoundland and the coast of Labrador,
the tonnage check was omitted, and the limitation was changed to the
check by space, viz. 6 feet in length by 2 feet in breadth for each
passenger, with the full perpendicular height between the two decks in
vessels having two decks, and 5 feet perpendicular between the cargo
and deck when there was no second deck.
The dietary scale was increased to
1 lb. of bread or biscuit, } per day,
1 lb. of beef, or ¾ lb. of pork } per passenger;
2 lbs. of flour, }
3 lbs. of oatmeal, } weekly;
½ lb. of butter, }
but the allowance of water was reduced from 8 to 5 pints.
[Sidenote: 57 Geo. 3. c. 10; 1817.]
In 1817 the original Act (43 Geo. 3, cap. 56), which had been
previously repealed in respect of Newfoundland and Labrador, was
repealed in respect of the rest of British North America by the 57
Geo. 3, cap. 10. By this Act the number of passengers was limited to
one passenger for every 2½ tons burthen—and in ships partly laden
with goods, in the same proportion for the unladen portion only. A
distinction in computation was, for the first time, made between
children and adults; three children under fourteen being reckoned,
for space purposes, as one adult. The dietary was the same as in the
repealed Act of 56 Geo. 3, cap. 83. The Shipowner was to give bond for
the number of passengers on board, and for their being landed at the
proper port. An abstract of the Act was to be hung up on board.
[Sidenote: 4 Geo. 4, c. 84; 1823.]
[Sidenote: 6 Geo. 4, c. 116; 1825.]
In 1823 the preceding Acts were repealed, and their principal
provisions embodied in the 4 Geo. 4, cap. 84, which enacted that
vessels should not carry to any place out of Europe more than one
person, including master and crew, for every 5 tons, without special
permission or licence from the Commissioners of Customs. The licence
would only be granted, in the case of British ships, to vessels having
two decks, with 5 feet 6 inches in height between them. Vessels
carrying goods were permitted to take passengers in the proportion
of one adult to every 2 tons of unladen space, provided that to each
passenger there should be allotted an “integral” space of 6 feet in
length by 2 feet 6 inches in breadth, and 5 feet 6 inches in height
between the decks, or from cargo to deck, when there was no second
deck. Two children under fourteen, or three under seven, were to be
computed as one adult. Bond was to be given in the sum of 20_l._
for each passenger, that the vessel was seaworthy and properly stored
with water and provisions, and provided with a surgeon, in case there
were fifty persons, including the crew, on board. Passengers could
only be embarked at a Custom-house port. A penalty of 50_l._ was
imposed for each passenger in excess of the licence. The allowance of
provisions, &c., was—
Water 5 pints }
Bread or biscuit 1 lb. }
Beef (or) 1 lb. } Daily.
Pork ¾ lb. }
Flour 2 lbs. }
Oatmeal, peas, or pearl barley 3 lbs. } Weekly.
Butter ½ lb. }
And a penalty of 500_l._ was imposed for re-landing provisions,
&c. Rules for cleanliness and fumigation were established; ships carrying
passengers were to be marked with a “P.” if there were more
than one person, including the crew, to every 5 tons on board. The
Act did not apply to vessels engaged in the Newfoundland fishery.
The Commissioners of Customs at home, the local authorities in the
colonies, and the officers of the navy and consuls abroad were to
execute the Act. This law having been repealed in 1825 by an Act to
repeal the several laws relating to the customs, was re-enacted the
same year with some slight modifications by the 6 Geo. 4, cap. 116.
[Sidenote: 7 & 8 Geo. 4, c. 19; 28 May, 1827.]
By the 7 & 8 Geo. 4, cap. 12, this, and all other Acts affecting the
carriage of passengers, was repealed, and the trade left unrestricted
by law.
[Sidenote: 9 Geo. 4, c. 21; 23 May, 1828.]
The total absence of any legislative regulations having led to great
abuse, the 9 Geo. 4, cap. 21, was passed, to reimpose the necessary
limitations in the passenger trade. This Act was restricted in its
operation to the continent and islands of North America. The limit
upon the numbers to be carried was three persons for every 4 tons
burthen. Ships carrying passengers were to have a height of 5½ feet
between the decks or between the platform and the deck. Two children
under fourteen, or three between one and seven, were to be computed as
one adult. Fifty gallons of water and 50 lbs. of bread, biscuit, or
oatmeal, were to be put on board for each passenger. Provisions, water,
or stores were not to be carried on that part of the ’tween decks
appropriated to the emigrants. Passengers were not to be landed at the
places not contracted for, and the masters were to enter into bond for
the due performance of the regulations prescribed by the Act.
[Sidenote: 5 & 6 Will. 4, c. 53; 31 Aug. 1835.]
By the 5 & 6 Will. 4, cap. 53, the Act of 1828 was repealed, and
further provisions made for the regulation of the carriage of
passengers. No ship was allowed to sail with more than three persons
for every 5 tons of burthen, and was required to have a height of
5½ feet between decks, and for every passenger carried 10 clear
superficial feet of space on the lower deck or platform. Ships having
two tiers of berths were to have 6 inches between the bottom of the
lower berths and the deck. The quantity of water and provisions to
be put on board was 5 gallons of water, 7 lbs. of bread, biscuit, or
oatmeal, or bread-stuffs, for each passenger per week, the length of
the voyage being computed as follows, viz.:—
Weeks.
To North America 10
To South America on the Atlantic, or to the West
Coast of Africa 12
To Cape of Good Hope 15
To Mauritius 18
Any other voyage 24
The officers of Customs were to examine the provisions and water. A
table was to be made out and hung up of the prices at which provisions
were to be sold on board to the passengers. The seaworthiness of the
ship was to be ascertained by survey. Copies or abstracts of the Act
were to be kept on board. Ships carrying 100 passengers were to carry
a medical man, duly authorised by law to practise in this country as a
physician, surgeon, or apothecary, and a proper supply of instruments,
medicines, &c.; and ships carrying less than 100 passengers were to
have a proper supply of medicines and other things adequate to the
probable exigencies of the voyage. Passenger ships were prohibited
from carrying spirits as stores in larger quantities than 10 per cent.
more than the quantity allowed by the Customs for the use of the crew.
Lists of passengers, with their names, ages, and occupations, were to
be made out and delivered to the chief officer of Customs. Passengers
were not to be landed at ports not contracted for without their
consent. Two children under fourteen, or three between one and seven,
were to be reckoned as an adult. Infants under twelve months were not
to be counted. The passengers were to be victualled, or receive each
a shilling a day in lieu thereof, for every day they were detained
before the sailing of the ship, provided the detention did not arise
from stress of weather, or other unavoidable cause; they were also
entitled to remain on board forty-eight hours after the arrival of the
ship, except where the ship proceeded to another port, in prosecution
of her voyage. Masters were to give bond for the due performance of the
regulations prescribed by the Act.
[Sidenote: 3 & 4 Vict. c. 21; 4 July, 1840.]
By the 3 & 4 Vict. cap. 21, the provisions of the preceding Act were
made applicable to intercolonial voyage in the British colonies in the
West Indies, South America, the Bahamas, and Bermuda.
[Sidenote: 5 & 6 Vict. c. 107; Aug. 1842.]
The two preceding Acts were repealed by the 5 & 6 Vict. cap. 107, which
enacted that no vessel should carry more than three persons (master and
crew included) to every 5 tons burthen, nor, whatever be the tonnage,
more than one passenger to every 10 superficial feet of the space
appointed for the use of the passengers, under a penalty not exceeding
5_l._ for every passenger in excess. The lower deck was not to
be less than 1½ inch in thickness, and secured to the hold beams. The
height between decks was to be 6 feet at least; there were not to be
more than two tiers of berths; the bottom of the lower tier to be 6
inches above the deck; the berths were not to be less than 6 feet in
length and 18 inches in width, for each passenger, and to be securely
constructed. At least 3 quarts of water per diem was to be issued to
each passenger, and a supply of provisions, not less often than twice
a week, at the rate of 7 lbs. of bread-stuffs per week, half at least
to be bread or biscuit, the other half might be potatoes, of which 5
lbs. were to be reckoned equal to one pound of bread-stuffs. The length
of the voyage to be computed as follows:—
Weeks.
For a voyage to North America, except the west coast
thereof 10
For a voyage to the West Indies, including under that
term the Bahama Islands and British Guiana 10
For a voyage to any part of the continent of Central or
South America, except the west coast thereof, and
except British Guiana 12
For a voyage to the West Coast of Africa 12
For a voyage to the Cape of Good Hope or the Falkland
Islands 15
For a voyage to the Mauritius 18
For a voyage to Western Australia 20
For a voyage to any other of the Australian colonies 22
For a voyage to New Zealand 24
Two children under 14 were to be computed as one passenger; children
under one year were not to count.
The provisions and water were to be inspected and surveyed by the
Government emigration agents, or in their absence by the officer of
Customs. Seaworthiness of vessels was to be ascertained by those
officers, who might order a survey if necessary. Boats were to be taken
in the following numbers, viz.:—
Ships between 150 and 250 tons, two boats.
Ships between 250 and 500 tons, three boats.
Ships of 500 tons and upwards, four boats; one of them to be a
long-boat, of the proper size.
Copies of the Act were to be kept on board, to be produced to the
passengers on demand. A proper supply of medicines, &c., with
directions for their use, was to be provided for the voyage to North
America; and on other voyages, ships carrying 100 passengers, or
fifty, if the voyage were longer than twelve weeks, were also required
to have on board a duly-qualified medical practitioner. The sale of
spirits to the passengers was prohibited. Parties contracting to find
passages to North America were to give written receipts for moneys
received in a prescribed form. No person, except owner or master of
the ship, was allowed to act as a passage-broker, unless licensed
by the magistrates at the petty or quarter sessions. In case the
contract for a passage were not performed, the aggrieved parties,
unless maintained at the contractor’s expense, and provided within a
reasonable time with a passage to the same place, might recover any
passage-money they had paid, with a sum not exceeding 10_l._ as
compensation. Passengers were to be victualled during detention of
ships; but if detention (except caused by wind or weather) exceeded two
clear working days, they were to receive instead 1_s._ per diem,
unless suitably lodged and maintained with their own consent by the
contractor. Passengers were not to be landed against their consent at
any place other than the one contracted for, and were to be maintained
on board for forty-eight hours after arrival, unless the ship, in the
prosecution of her voyage, quitted the port sooner. The Act extended to
foreign as well as to British ships, but not to vessels carrying fewer
than thirty passengers, nor to cabin passengers. The enforcement of
the law rested with the Government emigration agents and officers of
Customs.
[Sidenote: 10 & 11 Vict. c. 103, and 11 Vict. c. 6; July 1847 and 1848.]
[Sidenote: 28 March, 1848.]
The 5 & 6 Vict. cap. 107, was amended by the 10 & 11 Vict. cap. 103,
and 11 Vict. cap. 6. The first of these Acts brought within the full
operation of the law such ships as carried more than one passenger
for every twenty-five tons of registered burthen. It gave power to
the Commissioners to vary the diet. It prohibited the carriage of
gunpowder, vitriol, or green hides as cargo. It gave power to ensure
ventilation between decks, a survey of the ship, and a proper crew.
Ships putting back were to replenish their provisions. In case of
wreck, or other accident, the passengers were to be provided with
a passage in some other vessel. The second amending Act, which was
confined to North America, required that a ship carrying more than 100
passengers, should have a cook and proper cooking apparatus; and if
she did not carry a medical practitioner, that the superficial space
for each passenger should be 14 instead of 12 feet. Passengers were
to be examined by a medical practitioner, and persons affected with
contagious or other disease likely to affect the health of the other
passengers were not allowed to proceed. The passage-money of persons
re-landed was made recoverable from the ship. The Queen in Council was
empowered to issue rules and regulations for the preservation of order
on board. Ships carrying fewer passengers than one to twenty five tons
were exempted from the Act.
[Sidenote: 12 & 13 Vict. c. 33; 13 July, 1849.]
The three last-mentioned Acts were repealed, and their provisions
consolidated and amended by the 12 & 13 Vict. cap. 33. The principal
additions were—that an adequate ventilating apparatus should be put on
board all ships carrying 100 or more passengers; and that adult persons
of different sexes, unless husband or wife, should not be placed in the
same berth. A lifeboat and two properly fitted life-buoys were to be
provided; and the following increased dietary scale was prescribed:—
3 quarts of water daily.
2½ lbs. of bread or biscuit (not }
inferior to navy biscuit), }
1 lb. wheaten flour, } per week. To be
5 lbs. oatmeal, } issued in advance,
2 lbs. rice, } and not
2 oz. tea, } less often than
½ lb. sugar, } twice a week.
½ lb. molasses, }
[Sidenote: Passage broker’s bond, 200_l._]
5 lbs. of potatoes may be substituted for 1 lb. of oatmeal or rice; and
in ships sailing from Liverpool, or from Irish or Scotch ports, oatmeal
may be substituted in equal quantities for the whole or any part of
the issues of rice. The Emigration Commissioners, with the authority
of the Secretary of State, may substitute other articles of food. The
regulations for preserving order, cleanliness, and ventilation were
made applicable to all British ships proceeding to any of the British
possessions abroad, and not confined, as formerly, to those proceeding
to North America. Parties acting as passage-brokers in respect of
passages to North America were required, for the first time, to give
bond to the Crown in the sum of 200_l._, for the due observance
of such requirements of the Act as relate to their proceedings. And
the right of emigrant runners to recover from any emigrant, broker,
or other person, any reward for services in the way of information
or assistance, was taken away, unless such runner was acting under
the written authority, as the agent or servant of the licensed
passage-broker.
[Sidenote: 14 Vict. c. 1; 1851.]
[Sidenote: Bond from masters of foreign ships.]
By an Act, 14 Vict. cap. 1, the Consolidated Act of 1849 was amended,
so as to enable the Emigration Commissioners to fix a different length
of voyage for steam-and sailing-vessels, and to allow the use of an
alternative diet scale in all passenger ships. Vessels putting back
into any port in a damaged state were prohibited from putting to sea
again until effectually repaired. And bond is required to be given by
masters of foreign ships carrying passengers to the British possessions
abroad, that they will submit themselves to the jurisdiction of the
colonial courts in the same manner as if they were British subjects.
[Sidenote: 15 & 16 Vict. c. 44; 30 June, 1852.]
[Sidenote: Shipwrecked passengers may be forwarded by public officers
at the expense of the shipowner, &c.]
[Sidenote: Emigrant runners.]
By an Act passed in June, 1852, the two previous Acts of 1849 and 1851
were repealed, but their provisions were re-enacted in a consolidated
and amended form, with some alterations and additions. The following
are the main differences introduced by the Act of 1852: It empowered
the Emigration Commissioners to sue and be sued, by their secretary or
one of themselves, and exempted them from personal liability in respect
of all acts done in their official capacity. It forfeited “passenger
ships” putting to sea without obtaining a clearing certificate from an
emigration officer; it required ships taking additional passengers at
outports to obtain a fresh clearance from the emigration officer; it
punished, by fine or imprisonment, stowaways and their abettors; it
required the survey of ships to be undertaken by _two_ (instead
of one, as in the previous Act) or more surveyors, and provided for
an appeal against their decision; it required that single men should
be berthed in a separate compartment in the fore-part of the ship; it
provided for hospital accommodation and privies; it extended the boat
scale, and required night-signals and fire-engines to be carried; it
added to the articles expressly prohibited as cargo—horses, cattle,
and lucifer-matches—and prohibited the carriage of cargo on passenger
decks, unless stowed so as not to interfere with light and ventilation
or the comfort of the emigrants. It fixed different lengths of voyage
for steam- and sailing-vessels, and increased, from seventy to eighty
days, the length of voyage to North America for ships sailing between
the middle of October and the middle of January; in other respects, the
prescribed length of voyage remained substantially the same as in the
Act of 1852. It required that the provisions of the crew should not
be inferior to those of the passengers, and empowered the emigration
officers to reject bad provisions. The dietary scale (with the
exception of substituting a small allowance of salt for molasses) was
the same as in the Act of 1849, but a greater variety of articles was
allowed to be substituted for oatmeal, rice, and potatoes. It required
the provisions to be issued in a cooked state, and daily instead of
twice a-week, as in the Act of 1849. It provided for the appointment
of passengers’ stewards, and interpreters when required, and for
the medical inspection of the crew as well as of the passengers. It
extended, from forty-eight hours to ten days, the time within which a
Shipowner may forward passengers who had not obtained passages in the
ships for which they contracted. It required masters of ships putting
back for the purpose of repairing damages, to maintain the passengers,
or pay them subsistence money, until the ship is ready for sea or they
are provided with passages in some other eligible ship. It further
empowered the Secretary of State, Governor of a Colony, or British
Consul, to defray the expenses of rescuing, and—if the master fails to
do so—forwarding shipwrecked passengers, and constitutes such expenses
a debt to the Crown, to be recovered from the owner, charterer, or
master of the ship. The prohibition against acting as a passage-broker
without a licence, which was formerly restricted to passages to North
America, was now extended to passages to any place out of Europe, not
being in the Mediterranean; and the amount of the passage-broker’s
annual bond was increased from 200_l._ to 500_l._ It empowered trustees
of docks to pass bye-laws for regulating the landing and embarking of
emigrants, and for licensing emigrant runners—who were for the first
time brought under legal control by being compelled to take out an
annual licence, and to wear a badge.
[Sidenote: 18 & 19 Vict. c. 119; 14 Aug. 1855.]
The Act of 1852 was repealed and amended by the Act of 1855, which is
the chief Act now in force. It is in the main similar to the previous
Act, but contains several additions, which are fully shown in the
preceding memorandum. The principal of them relate—
1. To the reduction of the number of passengers required to bring
a ship within the operation of the Act.
2. To the reduction of the age of a “statute adult” from 14 to 12
years.
3. To the distinction between the upper and lower passenger deck.
4. To the increase of space allowed to passengers.
5. To certificates of exemption for mail steamers.
6. To appeals from the decision of an emigration officer who may
decline to grant a clearing certificate.
7. To the stowage of cargo.
8. To the dietary scale for Australian voyages.
9. To the increase in the amount of detention money.
10. To the rights of passengers in case of the wreck or
destruction of a passenger ship before the commencement of the
voyage.
11. To contract tickets for cabin passengers in “passenger ships,”
and a summary remedy before magistrates for enforcing the contract.
12. To emigrant runners.
13. To agents of licensed passage brokers.
[Sidenote: 26 & 27 Vict. c. 51; 1863.]
The material alterations introduced into the Act of 1855 by the
amending Act of 1863 may be classed under the seven following heads:—
1. The number of passengers necessary to bring a ship within the
operation of the law is increased from two to three _statute
adults_ for every 100 tons, and from 30 to 50 _passengers_
in all.
2. The exemption heretofore enjoyed by certain mail steamers is
withdrawn.
3. The tonnage check on the number of passengers to be carried is
abolished, leaving the space check only to operate.
4. Cabin passengers are to be included in the lists to be
furnished to the officers of Customs, and such passengers are now
entitled to a return of half their passage money in case they are
prevented by an emigration officer from undertaking their voyage
on account of the state of their health.
5. Under certain restrictions the carriage of a limited number of
horses, cattle, and dogs in passenger ships is allowed.
6. In case of wreck or damage to the ship the same regulations are
extended to passengers whose passages have been provided for them
by others, as were applicable under the Act of 1855 to passengers
who had contracted for their own passages.
7. The bond to be given by the master and another surety to the
Crown is increased from 200_l._ to 500_l._ in the case
of ships of which neither the owner nor charterers reside in the
United Kingdom, and the obligors are made liable for expenses
incurred in rescuing and forwarding shipwrecked passengers.
APPENDIX No. 8.
_Passages of Clipper Ships engaged in the Trade with China._
The following Tables, showing the dates of starting and arrival of
ships from the China ports during the years 1868, 1869, 1870, 1871, and
1872, is abridged from ‘Naval Science’ for July, 1873.
---------+--------------+--------------+----------+---------
Date of | | | Date of |
Sailing. | Ship’s Name. | Port. | Arrival. | Passage.
---------+--------------+--------------+----------+---------
1868. | | | |
May 28 | Taeping | Foo-chow-foo | Sept. 7. | 102
” 30 | Lahloo | Foo-chow-foo | ” 8 | 100
June 7 | Yang-tsze | Foo-chow-foo | Oct. 7 | 122
May 28 | Sir Lancelot | Foo-chow-foo | Sept. 3 | 98
June 11 | Forward Ho | Shanghai | Oct. 17 | 128
” 13 | Titania | Shanghai | ” 17 | 126
May 30 | Undine | Whampoa | Sept. 11 | 104
” 28 | Ariel | Foo-chow-foo | -- | 97
” 29 | Spindrift | Foo-chow-foo | -- | 97
June 1 | Serica | Foo-chow-foo | -- | 113
” 2 | Fiery Cross | Foo-chow-foo | -- | 121
July 10 | Challenge | Shanghai | -- | 131
| | | |
1869. | | | |
July 9 | Taeping | Foo-chow-foo | -- | 107
” 2 | Lahloo | Foo-chow-foo | Oct. 12 | 102
” 16 | Sir Lancelot | Foo-chow-foo | ” 14 | 90
June 10 | Forward Ho | Shanghai | ” 2 | 114
” 16 | Titania | Shanghai | Sept. 22 | 98
April 2 | Undine | Shanghai | Aug. 2 | 122
June 30 | Ariel | Foo-chow-foo | Oct. 12 | 104
July 4 | Spindrift | Foo-chow-foo | -- | 106
” 27 | Serica | Foo-chow-foo | -- | 110
” 1 | Leander | Foo-chow-foo | Oct. 12 | 103
Aug. 6 | Challenge | Shanghai | -- | 148
July 28 | Falcon | Foo-chow-foo | -- | 110
” 3 | Thermopylæ | Foo-chow-foo | Oct. 2 | 91
June 21 | Taitsing | Shanghai | -- | 115
| | | |
1870. | | | |
June 5 | Taeping | Whampoa | Sept. 29 | 116
Oct. 13 | Lahloo | Foo-chow-foo | Jan. 18 | 97
Aug. 2 | Sir Lancelot | Foo-chow-foo | Nov. 12 | 102
June 28 | Forward Ho | Shanghai | Oct. 25 | 119
” 14 | Titania | Hankow | ” 8 | 116
July 30 | Undine | Shanghai | Nov. 13 | 106
June 28 | Serica | Shanghai | Oct. 14 | 112
Sept. 15 | Fiery Cross | Whampoa | Jan. 10 | 117
Oct. 6 | Leander | Foo-chow-foo | ” 17 | 103
Aug. 30 | Windhover | Foo-chow-foo | -- | 100
Sept. 2 | Falcon | Foo-chow-foo | Dec. 20 | 109
July 29 | Thermopylæ | Foo-chow-foo | Nov. 12 | 106
June 24 | Cutty Sark | Shanghai | Oct. 14 | 112
Nov. 3 | Taitsing | Foo-chow-foo | March 4 | 121
| | | |
1871. | | | |
-- | Taeping | -- | -- | --
July 27 | Lahloo | Foo-chow-foo | Nov. 15 | 111
June 24 | Forward Ho | Shanghai | Oct. 20 | 118
July 1 | Titania | Foo-chow-foo | ” 2 | 93
June 27 | Undine | Shanghai | ” 16 | 111
Sept. 4 | Ariel | Shanghai | Dec. 26 | 113
June 22 | Thermopylæ | Shanghai | Oct. 6 | 106
Sept. 2 | Cutty Sark | Shanghai | Dec. 21 | 110
| | | |
1872. | | | |
July 7 | Sir Lancelot | Foo-chow-foo | Nov. 6 | 122
May 25 | Titania | Whampoa | Sept. 19 | 116
June 24 | Undine | Shanghai | Oct. 17 | 115
Dec. 4 | Fiery Cross | Shanghai | April 2 | 119
Aug. 3 | Falcon | Whampoa | May 22 | 111
June 18 | Thermopylæ | Shanghai | Oct. 11 | 115
” 17 | Cutty Sark | Shanghai | Oct. 18 | 122
| | | Lost her Rudder.
Aug. 8 | Taitsing | Shanghai | Nov. 30 | 114
---------+--------------+--------------+----------+---------
APPENDIX No. 9.
_Log of the Passages of the Sailing Ship ‘Thermopylæ’ from
London to Melbourne, thence to Newcastle (N.S.W.), thence to
Foo-chow-foo, and thence to London, 1868-69._
LONDON TO MELBOURNE.
---------+--------+--------+---------+-------------------------------
Date. | Lat. | Long. |Distance.| REMARKS.
---------+--------+--------+---------+-------------------------------
| N. | W. | |
Nov. 5 | -- | -- | -- | 5.30 P.M. at Gravesend.
” 6 | -- | -- | -- |
” 7 | -- | -- | -- | 5 A.M. left Gravesend.
” 8 | -- | -- | -- | 6 P.M. Lizard, N. 20 miles.
” 9 | 48·30 | 7·2 | 168 | Var., moderate.
” 10 | 45·38 | 13·16 | 274 | S.E., N.W., fresh.
” 11 | 43·13 | 15·38 | 213 | Var., moderate.
| | | |{ S.S.E. Lost Peter Johnson
” 12 | 41·11 | 19·24 | 194 |{ overboard, ship hove-to for
| | | |{ an hour, without success.
” 13 | 39·44 | 22·10 | 138 | S.S.E. strong gales.
” 14 | 38·40 | 22·58 | 69 | Var., moderate.
” 15 | 35·12 | 21·54 | 213 | North-westerly, strong.
” 16 | 30·39 | 22·55 | 279 | North-westerly, fresh.
” 17 | 29·9 | 23·43 | 99 | N., S.E., moderate.
” 18 | 27·38 | 26·5 | 200 | South-westerly, moderate.
” 19 | 26·45 | 24·12 | 112 | South-westerly, light.
” 20 | 26·32 | 24·39 | -- | South-westerly, light.
” 21 | 25·14 | 24·32 | 68 | Easterly, light.
” 22 | 21·39 | 26·5 | 228 | E., fresh.
” 23 | 17·18 | 26·25 | 268 | North-easterly, fresh.
” 24 | 13·18 | 25·32 | 250 | E., fresh.
” 25 | 10·6 | 24·33 | 210 | Easterly, moderate.
” 26 | 6·53 | 23·32 | 202 | South-easterly, moderate.
” 27 | 4·27 | 24·3 | 140 | South-easterly, heavy squalls.
” 28 | 1·23 | 25·50 | 228 | South-easterly, moderate.
| | | |
| S. | E. | |
” 29 | 2·13 | 29·0 | 271 | South-easterly, fresh.
” 30 | 6·30 | 21·8 | 288 | South-easterly, strong.
Dec. 1 | 11·22 | 31·28 | 293 | Easterly, variable.
” 2 | 16·14 | 31·25 | 294 | Easterly, strong.
” 3 | 20·24 | 30·26 | 256 | Easterly, moderate.
” 4 | 23·0 | 29·0 | 176 | Easterly, light.
” 5 | 24·32 | 27·39 | 118 | Easterly, light.
” 6 | 25·53 | 27·8 | 81 | Northerly, light.
” 7 | 27·22 | 26·28 | 96 | Northerly, light.
” 8 | 29·4 | 25·10 | 123 | Northerly, light.
” 9 | 32·24 | 22·35 | 240 | North-westerly, fresh gale.
” 10 | 26·26 | 18·51 | 224 | South-westerly, blowing a gale.
” 11 | 38·34 | 13·2 | 303 | South-westerly, strong.
” 12 | 39·38 | 6·34 | 314 | W.S.W., strong.
” 13 | 40·34 | 0·25 | 324 | S.W., strong.
” 14 | 40·51 | 6·33 | 280 | Var., moderate.
” 15 | 41·51 | 11·19 | 230 | Northerly, fresh.
” 16 | 42·29 | 17·30 | 282 | North-westerly, moderate.
” 17 | 43·6 | 23·41 | 278 | North-westerly, strong.
” 18 | 43·9 | 28·29 | 211 | North-easterly, fresh.
” 19 | 43·44 | 34·56 | 284 | North-easterly, strong.
” 20 | 43·57 | 40·30 | 240 | Northerly gale.
” 21 | 43·35 | 47·34 | 305 | Northerly gale.
” 22 | 43·45 | 54·18 | 290 | Northerly gale.
” 23 | 42·57 | 61·17 | 310 | Northerly gale.
” 24 | 43·6 | 67·21 | 266 | Northerly, strong.
” 25 | 42·57 | 74·26 | 312 | Northerly, strong.
” 26 | 43·22 | 80·28 | 265 | Northerly, fresh.
” 27 | 43·15 | 85·41 | 229 | Northerly, fresh.
” 28 | 43·22 | 90·40 | 222 | Easterly, fresh.
” 29 | 43·40 | 94·55 | 185 | N.E., light.
” 30 | 43·11 | 102·11 | 320 | S.W., gale.
” 31 | 43·4 | 106·43 | 200 | N.N.W., moderate.
| | | |
1870 | | | |
Jan. 1 | 43·10 | 111·54 | 228 | N.N.W., moderate.
” 2 | 43·7 | 117·14 | 248 | N.N.W., fresh.
” 3 | 42·7 | 124·36 | 330 | Northerly, strong.
” 4 | 40·39 | 131·18 | 326 | Northerly, strong.
” 5 | 39·48 | 136·14 | 225 | South-westerly, moderate.
” 6 | 38·41 | 140·18 | 202 | S.E., Percy Island.
” 7 | -- | -- | -- | Cape Otway, N. ½ W., 12 miles.
” 8 | -- | -- | -- | Calm and light.
” 9 | -- | -- | -- |{ 7 P.M., came to anchor in Port
| | | |{ Phillip Harbour.
---------+--------+--------+---------+-------------------------------
NEWCASTLE TO SHANGHAI.
---------+--------+--------+---------+-------------------------------
Date. | Lat. | Long. |Distance.| REMARKS.
---------+--------+--------+---------+-------------------------------
| S. | E. | |
Feb. 10 | 7·30 | A.M. | -- | Left the harbour.
” 11 | -- | -- | 60 | E.N.E. to S.E., calm.
” 12 | 32·46 | 156·3 | 152 | N.E. and E., very unsteady.
” 13 | 32·13 | 158·26 | 125 |{ N.E. and N., Passed Lord
| | | |{ Howe’s Island.
” 14 | 28·30 | 160·55 | 250 | N., strong, squally.
” 15 | 23·32 | 162·16 | 300 | N., clear.
” 16 | 19·47 | 161·58 | 230 | N.W., clear.
” 17 | 15·36 | 162·11 | 251 | N. ½ E., heavy, squally.
” 18 | 13·31 | 163·24 | 145 | N.N.E., thunder and lightning.
” 19 | 12·16 | 163·17 | 75 | N., heavy rain.
” 20 | 8·35 | 164·0 | 224 | N., heavy rain and thunder.
” 21 | 4·16 | 165·24 | 262 | N. and E., lightning.
” 22 | 1·35 | 166·48 | 180 | N.N.E., heavy squalls.
” 23 | 0·19 | 166·50 | 75 | { N.W. by W. Off Pleasant Head,
| | | | { got quantity of jugs and
| | | | { cocoa-nuts.
| N. | | |
” 24 | 1·14 | 165·5 | 130 | N.W.
” 25 | 3·24 | 162·25 | 200 | N.W. ½ W., squally.
” 26 | 6·47 | 159·58 | 250 | N.W. by N., clear.
” 27 | 10·28 | 156·35 | 297 | N.W. by W., fresh.
” 28 | 13·28 | 152·4 | 298 | N.W. by W., fresh.
Mar. 1 | 15·54 | 148·25 | 256 | N.W. by W., squally.
” 2 | 17·14 | 146·2 | 160 |{ N.W. by W., passed between
| | | |{ Faraltan and Guguants.
” 3 | 19·56 | 142·35 | 255 | N.W. by W. ½ W., squally.
” 4 | 21·46 | 139·48 | 200 | N.W. by W. ½ W., light.
” 5 | 22·23 | 138·19 | 82 | N.W. by W., light.
” 6 | 23·32 | 136·43 | 110 | N.W. by W., light and variable.
” 7 | 25·23 | 133·34 | 202 |{ N.N.W., passed _Golden_,
| | | |{ Sydney to Shanghai 59 days.
” 8 | 26·57 | 129·26 | 239 | W.N.W., passed Fok Island.
” 9 | 29·30 | 126·11 | 230 | { W. by N., heavy squalls,
| | | | { thunder and lightning.
” 10 | 31·20 | 124·0 | 200 |{ W.N.W. Off Vido. Got pilot.
| | | |{ Passage pilot to pilot 28
| | | |{ days, quickest on record.
” 13 | -- | -- | -- | Shanghai. Thick and calm.
---------+--------+--------+---------+-------------------------------
FOO-CHOW TO LONDON.
---------+--------+--------+---------+-------------------------------
Date. | Lat. | Long. |Distance.| REMARKS.
---------+--------+--------+---------+-------------------------------
| N. | E. | |
July 3 | -- | -- | -- | 5 A.M., proceeded down in tow.
” 4 | -- | -- | -- | Pinnacle Island, W. by N.
” 5 | -- | -- | -- | 3 P.M., passed Adams Point.
” 6 | 23·6 | 126·32 | 174 | South-westerly, fresh.
” 7 | 23·2 | 126·1 | 48 | Var., moderate.
” 8 | 21·13 | 123·59 | 157 | South-easterly, squally.
” 9 | 19·13 | 120·28 | 233 | South-easterly, fresh.
” 10 | 18·36 | 118·37 | 115 | South-westerly, light.
” 11 | 18·16 | 116·2 | 148 | South-easterly, fresh.
” 12 | 17·37 | 112·38 | 200 | Southerly, fresh.
” 13 | 16·43 | 109·49 | 176 | Southerly, fresh.
” 14 | 15·43 | 109·5 | 63 | South-easterly, light.
” 15 | 14·6 | 110·7 | 114 | South-westerly, light.
” 16 | 12·37 | 109·29 | 96 |{ South-westerly, light, Cape
| | | |{ Varella, 6 miles.
” 17 | 11·47 | 109·30 | 50 | South-westerly, light.
” 18 | 8·16 | 109·49 | 212 | Westerly, strong and squally.
” 19 | 5·9 | 109·21 | 191 | South-westerly, strong and squally.
” 20 | 4·16 | 109·17 | 53 | South-westerly, moderate.
” 21 | 3·28 | 109·22 | 48 | South-westerly, light.
” 22 | 2·40 | 109·54 | 58 | South-westerly, light.
” 23 | 2·6 | | | Var., light.
” 24 | 0·51 | 108·40 | | Boorang Island, E. by S., 10 m.
| | | |
| S. | E. | |
” 25 | 0·45 | 108·34 | 96 | South-easterly, light.
” 26 | 1·28 | 107·48 | 63 | Var., light.
” 27 | 3·15 | | |{ Spoke _Achilles_, 10 days out
| | | |{ from Foo-chow.
” 28 | | | | 6 A.M. Anger Light, S.S.W., 8 miles.
” 29 | 7·54 | 101·56 | 223 | South-easterly, fresh.
” 30 | 9·22 | 97·21 | 284 | South-easterly, squally.
” 31 | 10·59 | 93·10 | 267 | South-easterly, fresh.
Aug. 1 | 12·42 | 88·43 | 290 | S.S.E., strong.
” 2 | 14·31 | 83·28 | 318 | E.S.E., strong.
” 3 | 16·5 | 79·44 | 236 |{ South-easterly, moderate.
| | | |{ Spoke _Leander_.
” 4 | 17·30 | 76·33 | 203 | S.E. moderate, _Leander_, 10 miles.
” 5 | 18·45 | 72·58 | 217 | S.E., fresh, _Leander_, 14 miles.
” 6 | 19·16 | 71·26 | 97 | S.E., light.
” 7 | 19·4 | 68·28 | 170 |{ S.W. to S.E., heavy gale, and sea
| | | |{ washed away head rail.
” 8 | 21·11 | 63·53 | 249 | S. by E., under topsails and courses.
” 9 | 23·4 | 59·0 | 295 | S. by E., strong.
” 10 | 24·30 | 54·55 | 246 | S. by E., all plain sail.
” 11 | 26·9 | 51·23 | 216 |{ S. by E., var., plain sail and port
| | | |{ studding-sails.
” 12 | 27·25 | 48·30 | 185 | E.N.E., moderate.
” 13 | 29·7 | 45·24 | 192 | E., light.
” 14 | | | 170 | W.S.W., var.
” 15 | 30·23 | 38·29 | 200 | S., strong gale with squalls.
” 16 | 31·20 | 35·0 | 198 | E., light.
” 17 | 34·20 | 33·35 | 110 |{ S.E., steamer astern like _Achilles_;
| | | |{ sunset, breeze increasing, leaving
| | | |{ her out of sight.
” 18 | 34·2 | 29·39 | 270 | N.N.E., fresh.
” 19 | 35·6 | 24·0 | 240 |{ S.W. by S., fresh, strong current to
| | | |{ S.W.
” 20 | 35·8 | 20·4 | 196 | N.E., fog and calm at noon.
” 21 | 34·45 | 18·10 | 100 |{ W.S.W. increasing, rounded Cape of
| | | |{ Good Hope, heavy sea.
” 22 | 31·53 | 13·26 | 302 | S., all plain sail set.
” 23 | 29·9 | 9·29 | 262 |{ S.S.E., all plain sail set and studding
| | | |{ sails.
” 24 | 26·14 | 5·19 | 284 | S.E., all possible sail.
” 25 | 23·13 | 1·50 | 264 | S.E. by S., all possible sail.
” 26 | 20·44 | 0·53 | 212 | N.E., and backing to S.E.
| | | |
| W. | | |
” 27 | 19·9 | 2·49 | 146 | S.E., light.
” 28 | 17·29 | 4·58 | 158 | S.E., light.
” 29 | 15·36 | 7·33 | 187 | S.E., light.
” 30 | 13·19 | 10·5 | 201 | S.E., light.
” 31 | 11·16 | 12·16 | 190 | S.E., light.
Sept. 1 | 9·6 | 14·8 | 164 | S.E. by S., light.
” 2 | 7·11 | 16·0 | 158 | S.E. by S., light.
” 3 | 5·9 | 18·2 | 172 | S.E. by S., light.
” 4 | 3·19 | 19·51 | 156 | S.E. by S., light.
” 5 | 1·10 | 21·46 | 172 | S.E. by S., light, strong current to W.
| | | |
| N. | | |
” 6 | 0·55 | 23·4 | 146 | S.E., light.
” 7 | 2·57 | 25·4 | 174 | S.E. by S., light.
” 8 | 5·51 | 26·7 | 184 | S.S.W., fresh.
” 9 | 10·0 | 27·6 | 257 | S.W., very squally.
” 10 | 12·16 | 27·16 | 140 | S., light var.
” 11 | 13·10 | 27·0 | 60 | N.N.E., var., squally.
” 12 | 16·33 | 30·9 | 273 | N.E., trade winds.
” 13 | 20·5 | 32·58 | 270 | N.E., trade winds.
” 14 | 24·0 | 35·23 | 272 | N.E. by E., trade winds.
” 15 | 26·45 | 36·15 | 172 | E. by N., light.
” 16 | 27·39 | 36·18 | 54 | E. by N., light and calm.
” 17 | 28·0 | 36·23 | 21 | E. by N., light and airy.
” 18 | 28·56 | 36·5 | 58 | S., light.
” 19 | 30·18 | 35·45 | 52 | S., light.
” 20 | 32·37 | 35·5 | 144 | S., light.
” 21 | 33·45 | 34·18 | 85 | W., light rain.
” 22 | 36·4 | 34·4 | 140 | W., light breeze.
” 23 | 39·18 | 33·30 | 200 | S.W., squally, rain.
” 24 | 42·37 | 30·17 | 245 | W., squally, heavy sea.
” 25 | 44·10 | 26·16 | 200 | W., light and variable.
” 26 | 45·14 | 22·59 | 158 | S.W. to N.W.
” 27 | 46·8 | 18·34 | 200 | W., bar falling rapidly.
” 28 | 47·15 | 14·0 | 202 | S.W., bar falling rapidly, very low.
” 29 | 48·30 | 9·13 | 200 | S.W., bar falling rapidly, very low.
” 30 | -- | -- | 200 | S. by E., noon Lizard, N., 8 miles.
Oct. 1 | | | |{ Beechy Head, E., 20 miles at noon,
| | | |{ 5 P.M., Dungeness, got pilot.
---------+--------+--------+-------------------------------------------------
APPENDIX No. 10.
_Statistics of Tonnage belonging to Great Britain, United States,
France, and Holland, from 1821 to 1874._
-----+-----------------------+---------------------------------------------+----------------------+----------------------+-----
| | UNITED STATES. | | |
| +----------------------+----------------------+ | |
Year.| BRITISH EMPIRE. | Registered Vessels- | Enrolled Vessels- | FRANCE. | HOLLAND. | Year.
| | Foreign Trade. | Coasting Trade. | | |
+-----------+-----------+----------+-----------+----------+-----------+----------+-----------+----------+-----------+
| Steam. | Total. | Steam. | Total. | Steam. | Total. | Steam. | Total. | Steam. | Total. |
-----+-----------+-----------+----------+-----------+----------+-----------+----------+-----------+----------+-----------+-----
| | Steam and | | Steam and | | Steam and | | Steam and | | Steam and |
| | Sailing. | | Sailing. | | Sailing. | | Sailing. | | Sailing. |
1821 | -- | 2,560,203 | -- | 619,896 | -- | 612,712 | -- | -- | -- | -- | 1821
1822 | -- | 2,519,044 | -- | 628,150 | -- | 634,619 | -- | -- | -- | -- | 1822
1823 | -- | 2,506,760 | -- | 639,921 | -- | 634,035 | -- | -- | -- | -- | 1823
1824 | -- | 2,559,587 | -- | 669,973 | -- | 657,642 | -- | -- | -- | -- | 1824
1825 | -- | 2,553,682 | -- | 700,787 | -- | 657,899 | -- | -- | -- | -- | 1825
1826 | -- | 2,635,644 | -- | 737,978 | -- | 730,172 | -- | -- | -- | -- | 1826
1827 | -- | 2,460,500 | -- | 747,170 | -- | 806,986 | -- | -- | -- | -- | 1827
1828 | -- | 2,518,191 | -- | 812,619 | -- | 862,171 | -- | -- | -- | -- | 1828
1829 | -- | 2,517,000 | -- | 650,143 | -- | 588,357 | -- | -- | -- | -- | 1829
1830 | -- | 2,531,819 | -- | 576,475 | -- | 591,447 | -- | -- | -- | -- | 1830
1831 | -- | 2,581,904 | -- | 620,452 | -- | 620,017 | -- | -- | -- | -- | 1831
1832 | -- | 2,618,068 | -- | 686,990 | -- | 723,689 | -- | -- | -- | -- | 1832
1833 | -- | 2,634,577 | -- | 750,027 | -- | 825,196 | -- | -- | -- | -- | 1833
1834 | -- | 2,716,100 | -- | 857,438 | -- | 869,382 | -- | -- | -- | -- | 1834
1835 | -- | 2,783,761 | -- | 805,822 | -- | 906,612 | -- | -- | -- | -- | 1835
1836 | -- | 2,792,646 | -- | 897,775 | -- | 952,527 | -- | -- | -- | -- | 1836
1837 | -- | 2,791,018 | -- | 810,447 | -- | 1,051,011 | -- | 696,978 | -- | -- | 1837
1838 | 82,716 | 2,890,601 | 2,791 | 822,592 | 190,632 | 1,133,999 | 9,693 | 679,863 | -- | -- | 1838
1839 | 86,731 | 3,068,433 | 5,149 | 834,245 | 199,789 | 1,221,902 | 9,810 | 673,308 | -- | -- | 1839
1840 | 95,807 | 3,311,538 | 4,155 | 899,765 | 198,184 | 1,240,860 | 9,535 | 662,500 | -- | -- | 1840
1841 | 104,845 | 3,512,480 | 746 | 945,803 | 174,342 | 1,147,913 | 10,183 | 590,262 | -- | -- | 1841
1842 | 118,930 | 3,619,850 | 4,701 | 975,359 | 224,960 | 1,084,669 | 9,757 | 589,517 | -- | -- | 1842
1843 | 121,455 | 3,588,387 | 5,373 | 1,009,305 | 231,494 | 1,115,028 | 9,536 | 599,707 | -- | -- | 1843
1844 | 125,675 | 3,637,231 | 6,909 | 1,068,765 | 265,270 | 1,173,538 | 9,293 | 604,637 | -- | -- | 1844
1845 | 131,202 | 3,714,061 | 6,492 | 1,095,172 | 319,527 | 1,282,344 | 9,390 | 611,492 | -- | -- | 1845
1846 | 134,784 | 3,817,112 | 6,287 | 1,130,287 | 341,606 | 1,399,290 | 10,921 | 633,359 | -- | -- | 1846
1847 | 156,557 | 3,952,524 | 5,631 | 1,241,313 | 399,210 | 1,554,252 | 12,567 | 670,260 | -- | -- | 1847
1848 | 168,078 | 4,052,160 | 16,038 | 1,360,887 | 411,823 | 1,747,632 | 13,152 | 683,298 | -- | -- | 1848
1849 | 177,310 | 4,144,115 | 20,870 | 1,438,942 | 441,525 | 1,848,235 | 13,391 | 680,565 | -- | -- | 1849
1850 | 187,631 | 4,232,962 | 44,942 | 1,585,711 | 481,005 | 1,899,555 | 13,925 | 633,153 | 3,672 | 396,124 | 1850
1851 | 204,654 | 4,332,085 | 62,390 | 1,726,307 | 521,217 | 1,992,333 | 19,460 | 704,036 | 3,692 | 421,506 | 1851
1852 | 227,306 | 4,424,362 | 79,704 | 1,899,448 | 563,536 | 2,183,226 | 22,171 | 721,384 | 3,950 | 448,864 | 1852
1853 | 264,336 | 4,764,422 | 90,520 | 2,103,674 | 574,098 | 2,242,622 | 26,399 | 762,415 | 4,452 | 479,202 | 1853
1854 | 326,484 | 5,115,846 | 95,036 | 2,333,819 | 581,571 | 2,411,135 | 35,098 | 819,762 | 5,064 | 579,016 | 1854
1855 | 408,290 | 5,250,553 | 115,045 | 2,535,136 | 655,240 | 2,615,731 | 45,093 | 872,156 | 5,868 | 551,854 | 1855
1858 | 417,717 | 5,312,436 | 89,715 | 2,491,403 | 583,362 | 2,337,886 | 63,926 | 998,996 | 10,428 | 593,384 | 1856
1857 | 453,966 | 5,531,887 | 86,873 | 2,463,968 | 618,911 | 2,438,370 | 71,979 | 1,052,535 | 13,302 | 621,102 | 1857
1858 | 488,415 | 5,609,623 | 78,027 | 2,499,742 | 651,363 | 2,502,086 | 66,587 | 1,049,844 | 13,768 | 621,306 | 1858
1859 | 472,764 | 5,660,402 | 92,747 | 2,507,402 | 676,004 | 2,586,967 | 65,006 | 1,025,942 | 14,340 | 611,350 | 1859
1860 | 500,144 | 5,710,968 | 97,296 | 2,546,237 | 770,641 | 2,752,938 | 68,025 | 996,124 | 13,746 | 588,772 | 1860
1861 | 561,023 | 5,895,369 | 102,608 | 2,642,628 | 774,596 | 2,839,399 | 73,267 | 983,996 | 13,012 | 572,434 | 1861
1862 | 597,932 | 6,041,358 | 113,998 | 2,291,251 | 596,465 | 2,772,005 | 78,981 | 982,571 | 12,636 | 554,244 | 1862
1863 | 657,026 | 6,624,403 | 133,215 | 2,026,114 | 439,755 | 3,076,193 | 84,918 | 985,235 | 13,994 | 539,844 | 1863
1864 | 769,398 | 7,103,261 | 106,519 | 1,581,894 | 853,816 | 3,352,471 | 97,884 | 998,519 | 15,862 | 542,952 | 1864
1865 | 902,052 | 7,322,604 | 98,008 | 1,602,583 | 969,131 | 3,454,093 | 108,328 | 1,008,084 | 15,068 | 538,676 | 1865
1866 | 952,318 | 7,297,984 | 198,289 | 1,492,926 | 885,023 | 2,778,537 | 127,777 | 1,042,811 | 16,184 | 540,084 | 1866
1867 | 973,415 | 7,232,671 | 198,115 | 1,568,032 | 993,765 | 2,695,368 | 133,158 | 1,048,679 | 20,694 | 540,164 | 1867
1868 | 977,292 | 7,236,916 | 221,939 | 1,565,732 | 977,476 | 2,733,167 | 135,259 | 1,058,548 | 22,194 | 535,192 | 1868
1869 | 1,033,247 | 7,185,430 | 213,252 | 1,566,422 | 890,316 | 2,526,093 | 142,942 | 1,074,656 | 22,568 | 528,196 | 1869
1870 | 1,202,134 | 7,149,134 | 192,544 | 1,516,800 | 882,551 | 2,677,940 | 154,415 | 1,072,396 | 26,394 | 528,578 | 1870
1871 | 1,411,803 | 7,142,891 | 180,914 | 1,425,142 | 906,723 | 2,805,274 | 160,478 | 1,077,611 | 36,644 | 521,098 | 1871
1872 | 1,640,639 | 7,213,829 | 177,666 | 1,410,648 | 933,887 | 2,971,309 | 177,462 | 1,089,075 | 46,370 | 522,368 | 1872
1873 | 1,825,738 | 7,294,230 | 173,423 | 1,423,288 | 963,020 | 3,215,915 | 185,165 | 1,068,031 | -- | -- | 1873
1874 | 1,987,235 | 7,533,492 | -- | -- | -- | -- | 194,546 | 1,037,272 | -- | -- | 1874
-----+-----------+-----------+----------+-----------+----------+-----------+----------+-----------+----------+-----------+-----
APPENDIX No. 11.
_Table showing at what Ports Exemptions existed, &c., in 1852, in
favour of certain British Ships, &c._
-----------------+-----------------------------------------------+---------------------+-----------+--------------------
| | | Amount of | When Exemption will
Name. | Persons, &c., exempt. | How exempt. | Tax. | expire.
-----------------+-----------------------------------------------+---------------------+-----------+--------------------
| | | £ _s._ |
Faversham | Vessels belonging to residents are exempt | Favour of Lord of | 19 0 | May cease at any time at
| from anchorage duty levied by authority | the Manor. | | will of lord.
| of the Lord of the Manor. | | |
| | | |
Chichester | Freemen, from one-half quay dues, levied by | -- | 136 0 | Extinction of class of
| prescriptive right of the Corporation. | | | freemen.
| | | |
Southampton | Vessels belonging to the port, from tonnage | -- | 4,350 0 |
| and other dues. | | |
| | | |
Cowes | Vessels registered at Cowes, from harbour | -- | 58 0 |
| dues. | | |
| | | |
Newport | Freemen of Newport, from dues | -- | 230 0 | Ditto.
| | | |
Exeter | Freemen of Exeter, from town dues | Under Charter | 716 0 |
| | | |
Teignmouth | Vessel belonging to the port, from anchorage | -- | 2 9 |
| dues. | | |
| | | |
Torquay | Ditto, pay annually 8_d._ per ton, while | -- | 2,510 0 | Completion of new harbour.
| others pay 4_d._ each time. | | |
| | | |
Plymouth | Cinque Ports vessels, from anchorage dues | Charters | 282 0 |
| | | |
Brixham | Resident owners, from harbour dues | -- | 648 0 |
| | | |
Totness | Freemen of Totness, from quay dues | -- | 346 0 | Extinction of class of
| | | | freemen.
| | | |
Fowey | Vessels belonging to Fowey and the Cinque | -- | 32 0 |
| Ports, from anchorage dues. | | |
| | | |
Falmouth | Vessels belonging to Falmouth, Truro, and | -- | 313 0 |
| Cinque Ports, from anchorage and flag | | |
| money. | | |
| | | |
Penryn | Local vessels, from mastage dues. | | |
| | | |
St. Michael’s | Fish belonging to inhabitants, from dues on | -- | 157 0 |
Mount | goods. | | |
| | | |
Bideford | Barnstaple Corporation, from imports and | -- | 97 0 |
| tonnage duties. | | |
| | | |
Bristol | Freemen of Bristol, London, and Liverpool, | -- | 4,389 0 | Ditto.
| from town dues on goods imported from | | |
| foreign ports. | | |
| | | |
Swansea | Freemen of Swansea, from dues on certain | Ancient customs | 1,564 0 | Ditto.
| goods. | | |
| | | |
Carmarthen | Freemen of Carmarthen, from dues on | Under the Municipal | 76 0 | Ditto.
| certain goods. | Acts. | |
| | | |
Beaumaris | Burgesses of the old Corporation, from town | -- | 350 0 | Extinction of old Corporation,
| dues. | | | when the
| | | | town dues will expire.
Liverpool | Freemen of Liverpool, London, Waterford, and | Ancient charters or |144,100 0 |
| Wexford, being inhabitant householders, | customs. | |
| from town and anchorage dues. | | |
| | | |
Lancaster | Freemen of Lancaster, from anchorage dues | -- | 8 0 |
| | | |
Newcastle | Freemen of London, Dover, Rye, Faversham, | By prescription |13,456 0[316]| Extinction of class of
| Folkestone, Sandwich, York, and Newcastle, | | | freemen.
| are exempt from export dues. | | |
| | | |
Scarborough | Freemen of Scarborough, from water tolls | By prescription | 160 0 | Extinction of class of
| | | | freemen.
| | | |
Kingston-on-Hull | Freemen of Hull, from anchorage | -- | 2,494 0 | Ditto.
| | | |
Bridlington | Vessels belonging to persons resident in | -- | 2 12 |
| Bridlington, from mastage dues. | | |
| | | |
King’s Lynn | Freemen of Lynn, from beacon | Charters and usage | 1,961 0 | Ditto.
| | | |
Wells | Vessels belonging to Wells, from ballast | -- | 814 0 |
| dues. | | |
| | | |
Great Yarmouth | Freemen’s vessels carrying coal | By prescription, | 400 0[317]
| | confirmed by 5 Anne.| |
| | | |
Colchester | Vessels belonging to Colchester, from | -- | 8 11 |
| anchorage and groundage dues. | | |
SCOTLAND.
Leith | Fish and oysters, from import dues | -- | 42,176 0 |
| | | |
Fisherrow | Ditto | -- | |
| | | |
North Berwick | Burgesses from one-half shore dues | Act of Council. | |
| | | |
Leven | Ships belonging to Leven, from one-half | Authority of | 112 0 |
| tonnage dues. | proprietor. | |
| | | |
Burntisland | Burgesses and freemen, from one-half shore | -- | 1,574 0 | Ditto.
| dues. | | |
| | | |
Dundee | Burgesses pay one-half shore placks | Charter | 278 0 |
| | | |
St. Andrew’s | Ditto, tonnage dues | | 320 0 |
| | | |
Newport | Boats belonging to Newport, from shore dues | Will of Lord of the | 10 0 |
| | Manor. | |
| | | |
Aberdeen | Vessels belonging to Aberdeen pay 9_d._ for | | 1,427 0 |
| ballast; other vessels 1_s._ | | |
| | | |
Portsoy } | | | 315 0 |
Cullen } | | | 226 0 |
Whitehills } | Vessels belonging to places in Earl Seafield’s|} | 56 0 |
Blackpitts } | interest pay one-half harbour dues |} | |
| | | |
Gardenstown | Vessels belonging to Gardenstown and Troup | Authority of Mr. | 82 0 |
| pay one-half shore dues. | Campbell. | |
| | | |
Inverness | Local boats under five tons register | | 105 0 |
| | | |
Glasgow | Vessels of burgesses of Dumbarton, from | 21 and 22 Vict., c. | 585 0 | Extinction of class.
| harbour dues. | 149, s. 108. | |
| | | |
Port Glasgow | Burgesses of Dumbarton, for dues and works | | 2,951 0 |
| existing prior to 1864. | | |
IRELAND.
Wicklow | Vessels belonging to Wicklow pay annually | | 130 0 |
| 4_d._ per ton; others pay 3_d._ per voyage. | | |
| | | |
Cork | Freemen of Cork, from Mayor’s fees | | 317 0 | Ditto.
| | | |
Kinsale } | | { Charter | 40 0 |
Carlingford } | Local vessels | { Custom | 128 0 |
-----------------+-----------------------------------------------+---------------------+-----------+-----------------------
APPENDIX No. 12.
_Lloyd’s Register of British and Foreign Shipping._
Although no records have been preserved—what a mass of knowledge must
have been lost during the “dark ages”!—there can be no doubt that from
the earliest period, at least during the plenitude of the Maritime
Power of the Phœnicians, some means must have been adopted to show that
a ship was seaworthy, and, as little doubt, that the relative qualities
of ships, in this respect, were classified, and, if not recorded in any
public documents, were, at least, well known to all persons interested
in shipping. However much the world may have changed, human nature
remains the same; and the merchants and Shipowners of ancient times
must have desired, as they do now, to know if the vessel in which they
embarked, or in which they shipped their goods, was fit to carry them
safely: from this desire would, naturally, arise the competition of
one Shipowner to have a better vessel than his neighbour, so that he
might secure a preference. Nor can I suppose that this natural rivalry
was confined, any more then than it is now, to the superiority in
strength of hull, but was extended to equipment and speed. Indeed, that
such was the case is established by the unquestioned records handed
down to us of ancient vessels, including that in which St. Paul made
his celebrated voyage of which I have given an account in the early
portions of this work.
That the Italian Republics had some sort of classification for their
vessels we may feel even more certain, although, unfortunately,
throughout all time, no historians seem to have considered shipping
worthy of their pen—how strange, considering the part it has played
in the history of the world! for we find that they went so far as
to stipulate by law that no vessel should be laden beyond a certain
depth. It is, therefore, reasonable to conclude that they had means of
ascertaining the relative qualities of vessels, and that records of
these were kept and made public for the guidance of underwriters, whom
we know then existed, and of all persons who required to entrust their
lives or goods in them. It would, therefore, be absurd to deny the
existence of institutions, till a very recent period, of some sort or
another which had for their object the classification of ships, because
no account of them has been written or preserved.
I dare say the Ancient Britons knew, among themselves, perfectly well
which of their ships were built of seasoned oak, whether the planks
were well put together, or fastened with tree-nails or copper bolts,
and how they were caulked, fitted, and equipped. Nor is it at all
unreasonable to suppose that some sort of record of all these facts was
kept for their guidance. It would, indeed, be contrary to the instincts
of human nature, where self-interest has always prevailed, if no such
notes were taken and likewise recorded.
What particular form the earliest attempts at classification took must
be left entirely to conjecture, the first traces of the existence of
Register Books devoted specially to this purpose not appearing until
about the middle of the last century. The oldest Register Books of
which I have any knowledge are those preserved at Lloyd’s Register
of Shipping, White Lion Court, Cornhill, and although the series
is far from complete, and probably can never be made complete, an
examination of them is both interesting and instructive. The earliest
book preserved there is dated 1764-5. In it the classes assigned were
denoted by the letters A, E, I, O, and U, which seem as now to have
applied to the state of the ship’s hull, and the letters G, M, and B,
appended, which applied to the equipment. These latter denoted—G, good;
M, middling; and B, bad. Thus, A G denoted a first-class ship with a
good equipment; and U B denoted a ship of the lowest class with a bad
equipment.
The next book, in point of age, here, is dated 1768-9, and, instead
of the capital letters A, E, I, O, U, denoting the class of the ship,
as in the earlier book, the small letters a, b, c, appear, while the
figures 1, 2 denoted the state of the equipment. Thus, a 1 denoted
a first-class ship with a first-class equipment; b 2 denoted a
second-class ship with a second-class equipment, &c.
The next Register Book in point of age, preserved, is dated 1775, and,
in this book, the Roman capitals appear again for the hulls, while the
figures 1 and 2 remain for the equipment. This, as far as I can learn,
is the earliest book preserved containing the class A 1, which has
become so familiar now, just a century from what appears to have been
its first adoption.
On comparing the three books above mentioned, the curious fact is
disclosed that the 1764 book does not belong to the same series as the
1768 and the 1775 books. The front cover and first pages of all three
books are missing, but there is sufficient internal evidence to show
clearly that the two later books form part of the series known as the
‘Underwriters’ Register,’ which gradually developed into or rather
led up to the establishment of Lloyd’s Register. The earliest of them
is supposed to date from 1760; whether the 1764 book is a rival which
started immediately after it, or belonged to a Register Society which
existed previously to 1760, is not known, but the latter is perhaps
most probable. Its existence might, it is thought, have debarred the
new Register Book from using the Roman capitals, and it is no great
stretch to suppose that the old book had ceased before 1775, and left
its successor free to adopt the designation or class A 1.
The book dated 1764-5 furnished the following particulars: Ship’s name,
master and owner’s name, ports of trading, tonnage, when and where
built, number and kind of guns, and number of men and the class of the
ship. In the book dated 1775, the load-draught of water was given,
but not the number of men. The Register Book was at this latter date
published annually, and the corrections from time to time were posted
or stamped in the books by means of type as at present. In the earlier
books the revisions during the year, or rather two years—for the books
were then biennial—had to be inserted with pen and ink. The following
particulars have been for the most part obtained by an examination of
old Register Books, but they are necessarily incomplete, as many of the
early volumes were lost when the Royal Exchange was burnt down in 1838.
In the book for 1778 a list of ships of the Royal Navy is inserted,
also a list of the ships in the East India Company’s service. General
meetings used in those old days to be held by the subscribers (then
termed members), of whom there were, at the end of 1780, 164. The
subscription which at first was twelve guineas was eventually, about
1810, reduced to eight guineas, the funded property of the Register
Society having reached 12,000_l._ For twenty years, afterwards,
however, the expenses exceeded the income by 500_l._ per annum,
and the subscription was, in consequence, raised to ten guineas. The
particulars in the book for 1788, a copy of which is extant, were much
as formerly; but a few curious additions had come to be inserted, such
as whether the vessel had deep waists or low counters, and whether
American property: and a record was made of the description of timber
of which the ships were built, the number of decks, and if the beams
were kneed. In 1798, the number of subscribers amounted to 245, and
the number of members on the committee, who served gratuitously, was
eleven. In that year’s book the Government ships are not inserted. In
1799, a number of Shipowners started an opposition book, termed the
‘Red Book,’ which continued until 1833. In 1824, it would appear that
vessels supplied with iron cables did not receive the figure 1 or 2
unless they had hempen cables as well; and then, for the first time,
the letters PIC were inserted against them, denoting that the iron
cables had been proved. It does not appear by any of the early books
we have examined that the class was given for any specified number
of years, but it was omitted whenever the ship had not been surveyed
within three years. It seems, however, to be an established fact that
vessels were allowed to retain the A 1 character for a certain number
of years, the number being entirely dependent on the port at which she
was built, and varying from twelve years for a London built ship, to
five to six years for a north country built ship. After those years
had elapsed, the vessel became of the second class, and no amount of
repairs or strengthening would enable her to be replaced as an A 1
ship. Here were two principles involved in classification obviously
unsound. The first encouraged inferior building, and the second
discouraged ships being efficiently repaired.
These and other mischievous tendencies were entirely removed when,
in 1834, the two previously existing societies became united in the
present ‘Lloyd’s Register of British and Foreign Shipping.’
The object sought in establishing the existing society was to class
vessels according to their intrinsic merits, so as to indicate by the
class, as nearly as might be, the efficiency and value of each vessel.
The subscription to the Register Book was fixed at three guineas.
Rules were published, and surveyors appointed to survey vessels while
building, as well as afterwards. The committee of the new register
was constituted, as it is at present, of merchants, Shipowners, and
underwriters, elected in equal proportions. Eight underwriters and four
merchants are elected by the Committee of Lloyd’s, and eight Shipowners
and four merchants are elected by the General Shipowners’ Society. In
addition to the foregoing, the chairman of Lloyd’s and the chairman of
the General Shipowners’ Society are ex-officio members of the Committee.
The Committee of Lloyd’s Register was, later on, still further
augmented by the admission of eight members elected to represent the
port of Liverpool, two to represent the Clyde, and three the north-east
coast of England, one to represent Hull, and one Bristol.
The Register Book for 1834 included both classed and unclassed ships,
but the latter were allowed to gradually drop out, until the ‘Register’
contained almost exclusively classed ships. Few particulars at that
time were given of the vessels beyond the tonnage (old), the date
and place of build, the captain’s and owner’s names, and the port of
registry.
The rules as first issued for the building of wood ships were brief and
general, but slight reference being made to wood steamers, which were
then few in number. The first iron vessels classed in the Register Book
were the _Sirius_, of 180 tons, built at London in 1837, and the
_Ironside_, built at Liverpool in 1838; they had the A 1 class
assigned without a term of years, and iron vessels were subsequently
classed in the same way until 1854, when rules for their construction
were framed, twelve A 1, nine A 1, and six A 1 classes, respectively,
being assigned under those rules. In 1863 the mode of classing iron
ships was altered to /A\ 1, /B\ 1, and /C\ 1. Rules for the
building of composite ships (iron frames planked with wood) were
devised in 1867, and the vessels were classed A 1 for a term of years.
In 1870 new rules for the construction of iron ships were framed, based
on the dimensions of vessels instead of on tonnage as formerly, and the
class of iron vessels was altered from the monogram system indicated
above to 100 A 1, 90 A 1, and 80 A 1;[318] and this is the mode of
classing now in force. But to go back a few years:—In 1841 another
register society was constituted at Liverpool, which existed for four
years, and was in 1845 amalgamated with ‘Lloyd’s Register.’ In 1863
Lloyd’s Register Book was enlarged, and the registered length, breadth,
and depth of the ships were given in addition to other particulars. In
1870, its size was still further increased. The book in 1874 received
great additions, and is about four times the size of that issued in
1834. It now contains all British ships classed and unclassed of 100
tons and above, in addition to many vessels of smaller size, and those
of other nations which have obtained classification therein, or others
of sufficient importance to be inserted. The rules for shipbuilding
were in 1874 also carefully revised, and issued with the enlarged book.
The information it contains may now be said to be very complete, for
few particulars are omitted which are likely to be required in the
ordinary course of business. Steps have been taken to publish the
rules in the principal European languages, and I learn that already
translations into the French, German, and Italian languages have been
completed, and are in the press.
From the current Register Book it will be seen that there are now
nearly 3000 subscribers, and there are about 8000 vessels classed, in
addition to those of which the class is temporarily suspended, pending
repairs or survey, or for some other cause. At the present time nearly
the whole of the shipbuilding in the United Kingdom is under the
survey of the Society’s surveyors for classification in the Register
Book. On the 31st of March, 1874, there were building, under special
survey in various parts of the world, 655 vessels of a total tonnage
of 543,918 tons to class at Lloyd’s. On the 30th of June, 1874, the
number of vessels building under special survey was 660, of a tonnage
of 516,109 tons.
The vast amount of shipping, now being built to class in Lloyd’s
Register, is doubtless due chiefly to the confidence which the British
shipping community repose in the Society’s present rules for the
building of vessels, and the manner in which they are administered.
In Italy, France, and the Netherlands there appears to be a manifest
tendency towards classification in Lloyd’s Register, and foreign
Shipowners, and even large companies—such as the General Transatlantic
Company—are submitting their vessels to this Society’s survey for
classification, thus placing them on an equality with ships belonging
to this country.
During the recent agitation with respect to shipping in Canada, the
Canadian Government communicated with the Committee of ‘Lloyd’s
Register’ on the project of instituting a Canadian registry, and the
following extract from the letter of the Canadian Ministry dated 11th
July, 1873, is of interest as showing the high repute in which the
Institution of which we are now writing is held in our North American
Colonies:—
“The Minister of Marine[319] is not unmindful of the great benefits
conferred on the shipping of this country by the establishment of
Lloyd’s surveyors at Quebec, New Brunswick, and Prince Edward Island
some years previous to the establishment of surveyors for ‘Bureau
Veritas’ in this country, and in making his arrangements for the
establishment of a Canadian registry, and the framing of rules and
regulations for inspection and classification under it, he feels
desirous to assimilate the system under which it will be worked to that
of your institution, which is controlled by British sentiment, and has
the confidence of such a large portion of the shipowners of the world,
and the officers of which possess such great experience in all these
matters.”
In judging of the value of ‘Lloyd’s Register of Shipping,’ it is
important to observe that it is, essentially, a public body, having
no pecuniary or commercial purposes to serve beyond those of the
public interest, because (with the exception of a moderate fee to the
Committee for their attendance) the whole of its receipts are devoted
to the interests of shipping, to the extension of the society’s staff
of surveyors, who are now stationed at all parts of the United Kingdom
and in many places abroad, the improvement of the Register Book and
other matters of public importance.[320]
It is impossible to speak too highly of the value of this great
institution. It had its failings, and I recollect that, a quarter of a
century ago, I made various attacks upon it through the public press;
and, on the ground of its maintaining certain rules for classification,
which I conceived were unsound in principle, I declined to classify any
of my ships with the society. But all these rules have been long since
altered; and when I look back to that time and compare the quality of
ships then launched to those of the present day, it is impossible to
question the great value of the services this institution has rendered
to the country. A ship that would have had an A 1 class assigned to her
forty years ago, would now be considered barely seaworthy.
Here we have another instance of the valuable work done in this country
without Government aid or interference in any shape or form. A few
individuals, for their own protection as well as for the protection of
the public, associate themselves together, and, by their organisation,
do perhaps more to save life and property at sea than all the laws
which have been passed having that object in view. For the success of
this valuable institution, its members, and I must add, the public,
are greatly indebted to Mr. Thomas Chapman, F.R.S., who has been its
chairman almost from its commencement in 1834, and who has devoted the
best years of his life, sparing neither time nor labour to raise it to
its present high position, while displaying a tact and sound judgment
throughout in the management of its affairs rarely to be met with,
combined with an honesty of purpose which must ever command respect
and admiration. Nor has he lacked able and indefatigable colleagues,
some of whom, as, for instance, the late Mr. William Tindall and Mr.
Duncan Dunbar, and now Mr. George Marshall, Mr. W. H. Tindall, and
others, have been active members of the Committee for a large portion
of their lives. But not the least important secret of its success
has been its complete system of organisation, and the competency of
all persons connected with it for their respective duties, while the
many checks upon its various branches tend to keep the working of
the business of the society free from those temptations to which men
holding responsible appointments are too frequently subjected. For
instance, there is a chief surveyor, who has two assistants acting
directly under him, and through whom all important reports from the
different surveyors must pass, before being laid before the Committee,
many of whom know quite as much about ship-building as the surveyors
themselves—then all these surveyors are under the secretary, Mr. B.
Waymouth, a gentleman of great practical knowledge and remarkable
ability. If there is anything wrong, he will be sure soon to detect
it; for, during the twenty-one years with which he has been connected
with the society, he has gone through the different grades, from
assistant-surveyor to chief-surveyor, acting as chief of the staff for
some time before receiving the appointment of secretary. There are also
annual visits of inspection made to all the principal building ports
by the chairman and members of the Committee, the secretary, and chief
surveyor. Moreover, the surveyors are not all located permanently, some
being from time to time changed, and a feeling pervades the whole staff
that if any one passes imperfect workmanship or materials, the fact
is likely to be brought to light by the surveyors who follow, who are
bound to report any apparent laxity, which is invariably inquired into
by the Committee, and dealt with as circumstances require.
That the survey and classification of ships has been of immense
advantage in saving life and property at sea may be seen by the
following table. Here we see, that the losses of vessels classed at
Lloyd’s have not, during the last three years, been one-half of the
unclassed, and that for the eighteen months ending 30th January, 1875,
while the percentage of loss of all vessels from all causes classed at
Lloyd’s has been only 5·25 per cent., the losses of vessels unclassed,
or not classed by that association, has been 12·32 per cent. These
figures speak volumes in favour of the society.
_Losses of British Ships of 100 tons and upwards during 1874-5._
LOSSES FROM ALL CAUSES, WRECKED, STRANDED, FOUNDERED, MISSING.
-------------------+-------------------------------+-------------------------------+--------------------
| Number of Ships in | Number of Ships | Percentage of
| Existence. | Lost. | Ships Lost.
+----------+---------+----------+----------+---------+----------+---------+----------
YEAR. | Classed | Classed,|Unclassed,| Classed | Classed,|Unclassed,| Classed,|Unclassed,
| and | Lloyd’s | Lloyd’s | and | Lloyd’s | Lloyd’s | Lloyd’s | Lloyd’s
|Unclassed.|Register.| Register.|Unclassed.|Register.| Register.|Register.| Register.
-------------------+----------+---------+----------+----------+---------+----------+---------+----------
1874 | 11,569 | 6115 | 5454 | 593 | 181 | 412 | 2·96 | 7·55
First half, 1875 | 11,362 | 5893 | 5469 | 396 | 135 | 261 | 2·29 | 4·77
Total for +----------+---------+----------+----------+---------+----------+---------+----------
last 18 months | | | | | | | 5·25 | 12·32
-------------------+----------+---------+----------+----------+---------+----------+---------+----------
LOSSES FROM FOUNDERING, MISSING, &C., EXCLUDING STRANDING,
COLLISIONS, &C.
-------------------+-------------------------------+-------------------------------+--------------------
| Number of Ships in | Number of Ships | Percentage of
| Existence. | Lost. | Ships Lost.
+----------+---------+----------+----------+---------+----------+---------+----------
YEAR. | Classed | Classed,|Unclassed,| Classed | Classed,|Unclassed,| Classed,|Unclassed,
| and | Lloyd’s | Lloyd’s | and | Lloyd’s | Lloyd’s | Lloyd’s | Lloyd’s
|Unclassed.|Register.| Register.|Unclassed.|Register.| Register.|Register.| Register.
-------------------+----------+---------+----------+----------+---------+----------+---------+----------
1874 | 11,569 | 6115 | 5454 | 281 | 103 | 178 | 1·68 | 3·26
First half, 1875 | 11,362 | 5893 | 5469 | 200 | 77 | 123 | 1·30 | 2·25
Total for +----------+---------+----------+----------+---------+----------+---------+----------
last 18 months | | | | | | | 2·98 | 5·51
-------------------+----------+---------+----------+----------+---------+----------+---------+----------
-------------------+---------------------------------+---------------------------------
| All Losses, including Stranding,| Losses from Foundering, Missing,
| Collisions, Foundered, | &c., but not Stranding,
| Missing, &c. | Collisions, &c.
+-----------+----------+----------+-----------+----------+----------
YEAR. | Classed | Classed, |Unclassed,| Classed | Classed, |Unclassed,
| and | Lloyd’s | Lloyd’s | and | Lloyd’s | Lloyd’s
| Unclassed.| Register.| Register.| Unclassed.| Register.| Register.
-------------------+-----------+----------+----------+-----------+----------+----------
1872 | 863 | 262 | 601 | 198 | 70 | 128
1873 | 938 | 301 | 637 | 316 | 108 | 208
1874 | 1258 | 313 | 945 | 506 | 162 | 344
First half, 1875 | 1013 | 273 | 680 | 389 | 118 | 271
-------------------+-----------+----------+----------+-----------+----------+----------
APPENDIX No. 13.
_Acts of Parliament passed between 1849 and 1875 inclusive,
relating to Merchant Snips and Seamen, with a note of the more
important Parliamentary Papers issued in regard to the Navigation
Laws or Mercantile Marine of Great Britain._
1849. Emigrant Ships. Passenger Acts, 12 & 13 Vict. c. 33.
” Repeal of Navigation Laws, Foreign Trade, 12 & 13 Vict.
c. 29.
” Pilotage, 12 & 13 Vict. c. 88.
” Mercantile Marine Act, 13 & 14 Vict. c. 93.
1851. Mercantile Marine Act Amendment Act, 14 & 15 Vict. c. 96.
” Steam Navigation Act, 14 & 15 Vict. c. 79.
” Seamen’s Fund Winding-up, 14 & 15 Vict. c. 102.
” Wages, &c., of Deceased Seamen. Parl. Paper, 143, 1875.
1852. Passenger Acts, 14 & 15 Vict. c. 1.
” Foreign Deserters, 15 & 16 Vict. c. 26.
1853. (Emigrant Ships) Passengers Acts, 15 & 16 Vict. c. 44.
” Pilotage Laws Amendment Act, 16 & 17 Vict. c. 129.
” Merchant Shipping Act Amendment Act, 16 & 17 Vict. c. 131.
” Colonial Lighthouses.
1854. Commission on Local Charges on Shipping. Parl. Paper, C.
1836, 1854, C. 1911, and C. 1967, 1855.
” Repeal of Navigation Laws (Coasting Trade), 17 & 18 Vict.
c. 5.
” Merchant Shipping Act, 1854, 17 & 18 Vict. c. 104.
” Ship Registry.
” Merchant Shipping Act, 17 & 18 Vict. c. 104. Tonnage.
” Wrecks. Wreck Register, Parl. Paper, C. 1260, 1875, p. 302.
Liability. Legal Procedure. Seamen’s Money Orders. Parl.
Paper, 161, 1875.
” Meteorology.
1855. Merchant Shipping Act Amendment Act, 1855, 18 & 19 Vict.
c. 91.
” Emigrants, 18 & 19 Vict., Passenger Act, c. 119.
” Seamen Deserting Unseaworthy Ships. Parl. Paper, C. 853,
1875.
1856. Shipping Dues. Parl. Paper, 225, 1856.
” Seamen’s Savings Banks, 19 & 20 Vict. c. 41. Parl. Paper,
161,
1875.
1857-8. Harbours of Refuge Committee. Parl. Paper, 344 and 344 i.
1858.
1859. Harbours of Refuge Commission. Parl. Paper, C. 2474, and
C. 2506,
Sess. 1, 1859.
” Commission on Manning the Navy. Naval Reserve; Training
Ships. 22 & 23 Vict. c. 40.
1860. Anchors and Chain Cables. Parl. Paper, No. 182, 1860.
” Committee on Merchant Shipping.
” French Treaty. Parl. Paper, C. 2644, 1860.
1861. Harbours and Passing Tolls Act, 24 & 25 Vict. c. 47. Parl.
Papers, 457, 1862, and 176, 1871.
” Bristol Channel Pilotage Act, 24 & 25 Vict. c. 236.
” Lighthouse Commission. Parl. Paper, C. 2793, I., II., 1861.
1862. Merchant Shipping Act Amendment Act, 1862, 25 & 26 Vict.
c. 63. Examination of engineers. Inquiries. Rules as to
lights, &c. Duty in case of collision. Steamboat
passengers. Pilotage. Local lighthouses. Liability.
Tonnage. International arrangements. Salvage jurisdiction.
Delivery of goods. Repeal of law as to deck loading and
for bulkheads.
” Commercial Code of Signals.
” Harbours transfer, 25 & 26 Vict. c. 69.
1863. Emigrant Ships. Passengers Act Amendment, 26 & 27 Vict.
c. 51.
” Naval Reserve (officers), 26 & 27 Vict. c. 69.
1864. Chain Cables and Anchors, 27 & 28 Vict. c. 27. Parl.
Paper, 139, 1864.
” Surveys in cases of Desertion. Questions 246 to 272, and
App. No. 5 to Report of Unseaworthy Ships Commission.
1866. Timber Duties Repealed, 29 & 30 Vict. c. 36.
” Crown Land Act, 1866, 29 & 30 Vict. c. 62. Parl. Paper,
18, 1867.
” Meteorology. Storm Warnings. Report of Committee, 14, 145,.
1866 Parl. Paper, C. 1307, 1875.
1867. Merchant Shipping Act, Health of Seamen, 30 & 31 Vict.
c. 124.
” Local Dues Exemption, 30 & 31 Vict. c. 15; 33 & 31 Vict.
c. 59.
1868. Colonial Shipping, 31 & 32 Vict. c. 129.
” County Courts Admiralty Jurisdiction, 31 & 32 Vict. c. 71;
32 & 33 Vict. c. 51.
” Sea Fisheries, 32 & 33 Vict. c. 45.
” Merchant Shipping Consolidation Bill.
” Merchant Shipping (Colonial), 32 & 33 Vict. c. 11.
” Coasting Trade of Colonies. Colonial Examinations.
” Merchant Shipping Consolidation Bill, No. 267 of 1869.
1869-70. Opinions of Consuls on British Ships and Seamen. Parl.
Paper, C. 630, 1872.
1870. Compulsory Pilotages, No. 343, 1870.
” Consular connection with the United States.
” Merchant Shipping Code, No. 24 of 1870. Parl. Paper,
26-173, 1870. Scale showing draught of water. Survey in
cases of Desertion. Record of draught of waters.
Misdemeanour to send unseaworthy ships to sea.
1871. Merchant Shipping Code Bill, No. 15, C. 287, 1871.
” Merchant Shipping Act, 34 & 35 Vict. C. 110. Unseaworthy
ships.
” Chain Cables Act, 34 & 35 Vict. c. 101.
1872. Merchant Shipping Act, 35 & 36 Vict. c. 73.
1873. Commission on Unseaworthy Ships.
” Merchant Shipping Act, 36 & 37 Vict. c. 85. Parl. Paper,
C. 1152, 1875.
1874. Chain Cables, 37 & 38 Vict. c. 5.
” Tonnage Bill. Parl. Paper, C. 943, 1874.
1875. Combustion in Coal-laden Ships. Royal Commission.
” Fog Signals at Lighthouses. Parl. Papers, 119, 1873; 188,
1874, and 224, 1875.
” Marine Insurance. Parl. Paper, No. 304, 1875.
” Merchant Shipping Bill, No. 116, 1875.
” Unseaworthy Ships, 38 & 39 Vict. c. 88.
” Board of Trade and its Staff. Parl. Paper, 482, 1871.
It would thus appear that, since the Navigation Laws were repealed in
1849, Government has passed no less than forty-one Acts of Parliament,
and introduced seven Bills not yet passed, many of them great and
important measures, besides laying before Parliament numerous
instructive and interesting papers, all of them devoted expressly to
the purpose of improving our merchant ships and the condition of our
merchant seamen. It is idle, and worse than idle, after these facts, to
charge the respective Governments, since 1849, with having neglected
the interests of our mercantile marine, and the best answer to such
mischievous and unjust charges is the present very high position in all
respects of our merchant fleets as compared with those of all other
nations.
APPENDIX No. 14.
_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.
With Cargoes and in Ballast._
------+--------------------------------------
| UNITED KINGDOM.
+------------+------------+------------
Years.| British | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+------------+------------+------------
1850 | 9,442,544 | 5,062,520 | 14,505,064
| 65·1 per | 34·9 per |
| cent. | cent. |
| | |
1860 | 13,914,923 | 10,774,369 | 24,689,292
| 56·3 per | 43·7 per |
| cent. | cent. |
| | |
1870 | 25,072,180 | 11,568,002 | 36,640,182
| 68·4 per | 31·6 per |
| cent. | cent. |
------+------------+------------+------------
------+---------------------------------------
| UNITED STATES.
+-------------+-------------+------------
Years.|United States| Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-------------+-------------+------------
1850 | 5,205,804 | 3,503,837 | 8,709,641
| 59·8 per | 40·2 per |
| cent. | cent. |
| | |
1860 | 12,087,209 | 4,977,916 | 17,065,125
| 70·8 per | 29·2 per |
| cent. | cent. |
| | |
1870 | 6,992,967 | 11,332,095 | 18,325,062
| 38·2 per | 61·8 per |
| cent. | cent. |
------+-------------+-------------+------------
------+-----------------------------------
| FRANCE.
+----------+-----------+------------
Years.| French | Foreign | Total
| Tonnage | Tonnage. | Tonnage.
------+----------+-----------+------------
1850 |1,891,512 | 2,719,207 | 4,610,719
| 41 per | 59 per |
| cent. | cent. |
| | |
1860 |3,502,912 | 4,953,824 | 8,456,736
| 41·4 per | 58·6 per |
| cent. | cent. |
| | |
1870 |4,289,206 | 9,317,531 | 13,606,737
| 31·5 per | 68·5 per |
| cent. | cent. |
------+----------+-----------+------------
------+-----------------------------------
| HOLLAND.
+-----------+-----------+-----------
Years.| Dutch | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+-----------+-----------
1850 | 935,283 | 1,301,152 | 2,236,435
| 41·8 per | 58·2 per |
| cent. | cent. |
| | |
1860 | 1,341,711 | 2,053,269 | 3,394,980
| 39·5 per | 60·5 per |
| cent. | cent. |
| | |
1870 | 1,323,475 | 3,341,448 | 4,664,923
| 28·4 per | 71·6 per |
| cent. | cent. |
------+-----------+-----------+-----------
------+----------------------------------
| NORWAY.
+-----------+----------+-----------
Years.| Norwegian | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+----------+-----------
1850 | 1,050,307 | 346,639 | 1,396,945
| 75·2 per | 24·8 per |
| cent. | cent. |
| | |
1860 | 1,513,369 | 516,667 | 2,030,036
| 74·5 per | 25·5 per |
| cent. | cent. |
| | |
1870 | 2,264,233 | 967,753 | 3,231,986
| 70 per | 30 per |
| cent. | cent. |
------+-----------+----------+-----------
------+-----------------------------------
| PRUSSIA.
+-----------+-----------+-----------
Years.| Prussian | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+-----------+-----------
1850 | 1,026,378 | 1,063,980 | 2,090,358
| 49·1 per | 50·9 per |
| cent. | cent. |
| | |
1860 | 1,711,442 | 1,588,382 | 3,299,824
| 51·9 per | 48·1 per |
| cent. | cent. |
| | |
1870 | 2,893,214 | 3,301,530 | 6,194,744
| 46·7 per | 53·3 per |
| cent. | cent. |
------+-----------+-----------+-----------
------+-----------------------------------
| SWEDEN.
+-----------+-----------+-----------
Years.| Swedish | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+-----------+-----------
1850 | 462,884 | 604,002 | 1,066,886
| 43·4 per | 56·6 per |
| cent. | cent. |
| | |
1860 | 560,066 | 828,386 | 1,388,452
| 40·3 per | 59·7 per |
| cent. | cent. |
| | |
1870 | 1,374,433 | 2,954,151 | 4,328,584
| 31·8 per | 68·2 per |
| cent. | cent. |
------+-----------+-----------+-----------
FOOTNOTES:
[314] Extract from the ‘New York Herald’ of 10th October, 1860:—
“MARITIME RELATIONS.”
“Remarks of Mr. W. S. Lindsay, M.P., at the Chamber of Commerce
meeting, Tuesday evening, 9th October.
“Mr. Lindsay said: ... With these preliminary remarks, allow me
to state to you the objects which I have in view in meeting you
this evening. I will speak first in reference to the liability of
Shipowners, because that, perhaps, is one of the most important
questions, and one which I think is not sufficiently understood. I
do not think that it is generally known how the Shipowners of both
countries stand with regard to each other on this question. As our
respective laws now stand, any Shipowner of this country or of England,
however wealthy, may rise any morning and find himself a ruined man.
That is a serious thing to consider. The law of England limits the
responsibility of our Shipowners to the value of the ship and freight.
In most other countries of Europe the responsibility of the Shipowners
is also limited to a similar extent. That is likewise the law in this
country, as far as I understand your law. That is to say, if one of
your ships runs down another at sea, and you pay into your courts the
value of the ship and freight, your responsibility cannot be carried
beyond that value. Now this is very good so far as the laws of the
respective countries stand. But if my ship runs down another ship in
which any American subject is interested, I am made responsible, in
your courts, not merely for the value of my ship and freight, but for
whatever amount of damage may have been sustained through the collision
brought about by my ship. Therefore if my ship runs down a vessel with
cargo and freight on board to the extent of 200,000_l._ sterling,
I would be responsible for the whole. If, on the other hand, your
ships at sea run down any other ship in which a British subject is
interested, and the action for loss is raised in our courts, you are
held responsible for the full amount of the damage which your ship
caused. This arises from the fact that our laws have jurisdiction only
over British ships, and your laws have jurisdiction over only American
ships. Now, considering the vast trade which is carried on between the
two countries, I hope you may agree with me in the opinion, that as the
laws of both countries are similar, the Shipowner’s liability in the
courts of either country should in all cases be limited to the value of
the ship and freight. I hope you will use your influence to extend that
limitation to the vessels of both countries, which might easily be done
by a convention between the two nations....”
[315] Goods imported in foreign vessels not being the produce or
manufacture of that country pay one-fifth more duty than if imported in
Portuguese vessels.
[316] 810_l._ allowed to persons exempt.
[317] Drawback allowed, 82_l._
[318] _Extracts from the Rules relating to the Classing and
Periodical Surveys of Ships_ (1875).
IRON STEAM AND SAILING SHIPS.
Iron Ships are classed A 1 with a numeral prefixed, and retain their
characters so long as, on careful annual and periodical Special
Surveys, they are to be found in a fit and efficient condition to carry
dry and perishable cargoes to and from all parts of the world.
100 A, 90 A, and 80 A, will denote vessels that have been built in
accordance with, or equal to, the Rules, and Tables G 1, G 2, G 3,
and G 4. Where deviations from the Rules are desired, a sketch of
the midship section, plans, &c., must be first submitted, through
the resident Surveyor, for the Committee’s approval, and the vessel
built in accordance with the approved plans, under the Survey of the
Surveyors to the Society.
Iron Ships built in accordance with previous Rules remain on the
characters assigned to them.
All vessels must be submitted to occasional or _Annual Surveys_
when practicable; and to entitle them to retain their characters in the
‘Register Book,’ Special Surveys must be held at intervals of three and
four years, according to the Class assigned.
WOOD SHIPS.
SHIPS CLASSED A 1 _for a term of Years_.—Section 34 requires that they
shall be occasionally surveyed; _Annually_ if practicable. If not
placed under _half-time or intermediate_ Surveys within periods not
exceeding four years—or, in the case of the higher classed vessels,
one-half of the terms of years originally assigned to them—their
Characters will be liable to be withdrawn from the ‘Register Book.’
Sections 54 to 58 provide for the Continuation or Restoration of the
Character A 1 for further periods.
SHIPS CLASSED A 1 _in Red_.—Section 60 provides for the Survey and
Classing of Ships A 1 in Red, which is also a Class of vessels fit for
the safe conveyance of dry and perishable goods _to and from all parts
of the world_. They are allowed to retain this Character upon _Special
Survey_, for terms in no case exceeding _two-thirds_ the periods
originally assigned to them.
They are also subject to Annual Survey, and to the half-time Survey
prescribed in Section 34.
SHIPS CLASSED Æ, for the conveyance of dry and perishable
goods on _shorter voyages_, and for the conveyance of cargoes
_not_ in their nature subject to sea damage _on any voyage_.
Section 61 requires that they should be submitted to _Annual_
Survey, and to Special Survey within periods not exceeding _four_
years.
SHIPS CLASSED E.—For the conveyance of cargoes not subject to
sea damage _on any voyage_.
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_.
[319] See Evidence before Royal Commission on Unseaworthy Ships.
Question 11,135.
[320] _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._