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

If we now proceed to consider the influence which
the system of differential duties, such as we have de-
scribed it, is likely to exercise on the different
branches of industry, and particularly-
1.

On the shipping interests, we shall at once see that
the differential duties affecting the foreign flag are
here of most immediate importance. The other dif-
ferential duties, such, namely, as would favour direct
importation from trans-Atlantic countries, will be-
nefit the German shipowners mediately only, and
only in case the two following assumptions should
prove correct :—first, that this measure will really
lead to a considerable increase of direct trade with
those countries ; second, that this increase will benefit
German shipowners only. That neither the one or
the other is probable will have to be shown hereafter
when we come to treat of the import trade.
The distinctions to be introduced by the new
:system, to the detriment of foreign flags—namely, the
increased shipping charges on Dutch, French, and
Spanish vessels, and the increased customs duties
(waarenzolle) which, in addition to the above- men-
tioned nations, will likewise be imposed on Portuguese
vessels, is to have the immediate effect of facili-
tating the competition of German ships with the
vessels of those foreign countries as regards im-
ports in to German ports. The importance of this
protection can only be measured by the extent
of the competition against which it is directed.
In other words the services to be rendered to

German shipowners by the differential duties in ques-
tion will depend upon the number of the French,
Dutch, Portuguese, and Spanish vessels competing
with them in our ports, and upon the efficacy of the
measure to diminish that competition. Here we meet
with the first case (but such cases will return regu-
larly in the course of this investigation) in which sta-
tistics must be brought in to the aid of argument; we
will, therefore, here express the hope that persons de-
voting themselves to the consideration of such weighty
interests as those comprised in the question of the
introduction of a new navigation-law for Germany,•
will not neglect to consult statistical tables, in order
to make themselves thoroughly acquainted with the
present state of commercial affairs, before attempting
to introduce a change. Not having had at hand such
complete statistical materials for judging of the trade
of other countries as we have had for judging of the
trade of Hamburgh, we have in the present discus-
sion referred more particularly and more frequently
to the latter—a proc-eding which will, we are sure,
not require justification.
Of the 3,543 sea-going vessels with cargoes,* which
in the year 1846 entered the port of Hamburgh,
79 were French
262 „ Dutch
9 „ Portuguese
31 „ Spanish

altogether 381 vessels,
on which, according to the new system, differential
duties would be levied ; the remaining number—
more than 3,ooo—would be able to continue their
trade, unmolested, as before. From this it will already
be seen how insignificant is the competition against
which these duties are to protect us. How little our
Merman shipping requires such protection is shown
by the number of ships belonging to the German
Confederation, as opposed to the 381 foreign vessels.
There were 1,518 of the former, to which may be
added 372 under Danish flag, which must also here
come under consideration, because, as we have before
remarked, there is among these a preponderating
number of Holstein vessels, and consequently of
vessels belonging to a state of the German Confede-
ration. It is further to be observed that—
Of the 79 French ships 70 came from France.
262 Dutch 218 „ the Netherlands
9 Portuguese 7 „ Portugal.
31 Spanish 29 „ Spain.

381 324
So that of these 381 vessels only 57 came indirectly
to Hamburgh. This proportion proves, on the one
side, how little the differential duties on the indirect
trade of these flags, so strenuously recommended by
some parties, would avail; anti on the other side,
renders it doubtful whether, upon the whole, any
benefit would accrue to our flag from the heavier
burdens imposed upon the others. According to
what is above stated, the reason why in the trade
between Ham burgh on the one side, and Holland,
France, Portugal, and the Spanish colonies on
the other, the flags of these latter countries
prevail, is principally, if not solely, to be sought
for in the differential duties existing there. Sup-
posing now that these duties should remain in force
after the introduction of the German Navigation Act
(the probability or improbability of their being main-
tained will be treated of elsewhere), and as long as
they do remain in force, all persons sending cargoes
to these countries will, of course, in order to avoid the
additional duties, give the prefererce to the flags en-
joying privileges in those ports, and German vessels
will, perhaps, only be used to fetch cargoes to cur
ports. Thus if the system be carried out to
its full extent the result would be that the vessels
of both parties would make one voyage in
ballast, in order to obtain freight for another ; that
is to say, if it were in the power of
customs laws thus to pervert the channels of trade.
However, it is well known that this cannot be. In
the present instance, it is more than probable that
matters would stand as follows would not be
possible to dispense with French and Spanish ships
for exports to France, Cuba, &c. these ships would
always, even in spite of the differential duties, be able
to get freights hither, though, perhaps, at a somewhat
reduced price. Should even the merchants in France,
Cuba, Sec., desire to avoid these more heavily-taxed
ships, they would not, therefore, be obliged to have
recourse to German vessels, but might choose English
or American ships, which are always to be found
there in as great number as ours.
From these remarks, drawn from the experience of
ilamburgh, it results—First, that the number of fo-
reign ships to be supplanted by means of the differen-
tial duties, is comparatively but very small ; secondly,
that it is very doubtful whether they will, in reality,
be supplanted ; and, thirdly, that tis highly impro-
bablei
that they would be replaced by German ships
alone.
What is in this respect said of llamburgh may, no
doubt, be said proportionately of all other German
ports. We will here adduce two as examples.
Of the 1,531 laden vessels which entered the port
of Stettint during the past year. there were 5 French
and 102 Dutch vessels, all, or at least the greater
number, coming from France and the Netherlands ;
of Spanish and Portuguese vessels there were none ; of
German, on the contrary, there were 957 (97 Danish
not included). In Bremen,l out of 1,605 sea-going
ships which entered the port in 1846, 144 were Dutch
(120 of these came from Holland), and 7 Spanish (5
of which came from Spain and Cuba). Of French
and Portuguese there were none ; but, on the other
bind, there were 1,101 German vessels.
We have in the preceding section mentioned the
reasons why no other }countries but these four, the
names of which we have so oft repeated, and parti-
cularly why England is not taken into accctunt, when
we are treating of those nations whose ships are to

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