The Sun.
London, England, 1848-01-01 00:00:00

Together
French, Netherland, and Portuguese there were
none. In Bremen, therefore, this system would only
serve to protect 230, or more correctly 239 ships,
against the competition of eleven others.
With regard to Stettin, the numbers made acces-
sible by the press afford no satisfactory standard. The
Stettin report in the " llandels Archiv" (April num-
ber) only distinguishes between Prussian and not
Prussian vessels • so that it cannot be seen how many
of the forty-six ;hips which arrived from ports out of
Europe were German, or such as enjoy the same
rights as the German (of Prussian there were indeed
but six); but there is no reason to suppose that the
proportion was materially different from that in the
two Hanse Towns. _ _ _

But numbers speak still more plainly when we
look at the ship traffic in the port of Hamburgh, as it
has been for a series of years. Table I. will show
this. It will be there seen that the German flag,
without the aid of differential duties, has during
the last ten years gradually taken possession of
the trans-Atlantic trade ; that the number of ships
under the German and Danish flags, employed in
this trade, has increased from 148 yearly, to 268
yearly—i. e., has increased from 50 to 68 per
cent. of the total number (in 1845) ; that the
number of vessels protected in the mother countries
by navigation-laws has decreased from 28 to 46
e., has been reduced from 28 to 13 per cent. ; that
the number of Hamburgh ships, more particularly,
has increased from 92 to 160, or from 32 to 59 t per
cent , and that at the same time the number of Eng-
lish vessels has sunk down from 70 to 20, or from
25 to 60 per cent. It will be seen, consequently,
that the system of free trade has here in prac-
tice obtained a victory, which in this field could
even in theory hardly have been predicted; for
where can it be supposed that the Navigation Act will
prove its beneficial effects, if it be not in the trade
with distant countries? Energy, perseverance, and
industry alone are in such matters sure of success.
Difficulties rouse activity, competition excites that
ardour which will not rest till the competition be
vanquished. Artificial protection, by prohibitions
and duties, weakens zeal, renders exertion unne-
cessary, slackens activity, and finally leaves even
the result itself doubtful. According to the
opinion of those well informed on the subject,
German ships are now in general superior to
the English ; their crews are more efficient and
their freights more moderate. Not only in the
trade with places out of Europe is the English flag
gradually being supplanted in the German ports, but
in the European trade als9 it is gradually losing its
influence. Table 11. shows this more plainly. The
number of British ships in Hamburgh, excepting
those in ballast and the colliers, has during the last

ten years decreased from 25 to 19 per cent. But
the decreasing activity of the English flag, even
with regard to England's European trade is still
more evident in the country itself. Table 111.,
borrowed from the returns laid before the
Committees of the Houses of Parliament, shows

that the number of English vessels employed in
England's trade with Germany is only half as great as
that of other vessels (most German) employed in the
same trade ; that of the vessels employed in trade with
North America, less than half; and in trade with the
Scandinavian countries, scarcely one-fourth are
English ; and finally, it shows, that precisely in the
trade with those five countries where navigation
laws have been established, the majority of British
ships is so great that it balances the disadvan-
tages under which they labour in the free-trade
countries. This is a remarkable fact. Is it owing

to the operation of the navigation-laws ? The answer
may be doubtful ; but it is a known fact, that a
growing desire is evince in England for the abro-
ga'ion of the navigation I.ws, and that there is some
hope that the term of their existence is drawing nigh.
France, with a Navigation Act almost as exclusive
with her artificially framed system of differential
duties, with her fine ports and her excellent' mari-
time position, surrounded on three sides by the ocean,
Frat.ce, the second maritime power in the world, has,
when her coasting vessels are deducted, a commercial
navy inferior in number to that of Germany (far
proofs see Table IV.), and up to the present day her
trading vessels are almost entirely excluded from the
commerce of other countries with the world in gene-
ral, while the number of foreign ships engaged even
in her own commerce, surpasses the number of her
own ships. The number of ships coming into and
going out of French ports in 1845 amounted to-
gether to 30,245, with a tonnage of three millions
and a half; the share of the French flag in this trade
only amounted, calculating by ships, to 42, and cal-
culating by tonnage, to 39 per cent.. The increase
above the year 1844 amounted with regard to fo-
reign vessels to 898 voyages; with regard to foreign
vessels to 1,120 voyages.l. Still more remark-
able is the increase of the latter during the pre-
ceding years.§ The number of arrivals and departures
was—

In 1827-16,632 vessels with 1,614,823 tonnage.
1844-28,227 " " 3,288,000 „
Of these were foreign vessels :-
1827 915,351 tonnage.
1848-2,072,000 „
so that the share of the foreign flags increased during
this period, 1,116,649 tons, while the French share
increased only 556,528 tons. The commercial fleet
of France (including coasting vessels) comprised,
In 1827-14,322 vessels of 692,125 tons burthen.
1844-13,679 „ 689,286 „
The result is thus on every side unfavourable.
Neither does Holland, though her commercial navy
is on the increase, present results such as would en-
courage imitation. Her ships, fitted out for long
voyages, and enjoying particular privileges for the
tradi between the mother country and her colonies,
limit themselves almost entirely to that trade, and
the Dutch trading navy is inferior in number to that
of Germany.
Belgium, with her differential duties, has not raised
her commercial fleet to 300 sea-going ships, whilst
Germany has above 3,000 ; and in Belgian ports the
competition of foreign flags is rather on the increase
than the reverse. Since 1840 the tonnage of Belgian
ships has increased from 56 to 68, that of foreign ships
from 170,000 to 278,000 tons.
The commercial marine of Spain is as insignificant
as her differential duties are oppressive to foreign

nations.
The trading vessels of Portugal are the least ad-
mired in Eurone.
The above is not exactly meant to prove that navi-
gation-laws are injurious to the shipping interests,
though in England this is maintained by many, but
proves at least so much, that experience does not
Speak in favour of their beneficial influence.

_
The German commercial marine is superior to
those above mentioned : our captains and crews in
general enjoy an excellent reputation ; our vessels are
good; their
Preponderance in our own ports can n o longer
be disputed; their number is in a state of satisfactory
increase ; and so, if Heaven gives its blessing, we
shall go on increasing in prosperity ; at least, there
is no cause to think that this increase will suddenly
stop, if arbitrary disturbances of trade do not take
place. But there exists as little cause for interfering
with this natural and gradual increase, and forcing it
on by artificial means, as for transforming the vigorous
and healthy plant into a delicate hot-house plant
calling for anxious care.
Too much may also be done to promote the increase
of shipping, if this be considered in itself as a branch
of industry, and not merely as an aid to commerce.
The possession of an overwhelming number of ships
cannot always be considered a fortunate circumstance

*" Handels-Archly," April No., p. 331.
(Query 67.)
t Journal des Economistes. De2embre, 1846, p. 14.
§ Denkichrill der COlniaohen Handelskammer von
184; 14.