Our

The second cause of complaint against America, and that which it is the object of this volume to state most explicitly, is, the intercourse of that Continent with West India Islands, which the Society insists can never be indulged with safety to the interests of British shipping. This volume is composed of documents in proof of that assertion; and is entitled to great attention, from the authenticity, as well as the importance of its contents. It offers two reports of the Privy Council to his Majesty; one of May 31, 1784, the other of Jan. 28, 1791: the subjects of which are in direct reference to the apprehensions of the Society. It states the opinion of eminent merchants on sundry points in question, and gives tables of the relative numbers of vessels, American and British, which traded to the ports of America, to the West Indies, &c.-states the rates of freight at different periods, in several trades; and gives bills, whereby it appears that certain British vessels have been great losers by their voyages-states. that foreign vessels, being navigated at smaller expenses, may make a profit, where British vessels must lose considerably-that the high price of timber prevents the building of vessels, and that, in fact, there are no vessels (comparatively) grdered to be built. The Society has taken great pains to procure on this subject, a return from most of the mercantile Dock-yards in the kingdom, as to the number of ships building by contract, and on speculation, which we doubt not may be depended on as correct. The compilers of this volume have added extracts from Lord Sheffield, and from other writers on their side of the question, to whose opinions great deference is due.--But we think it was injudicious to subjoin letters extracted from a newspaper, without signature, and, consequently, without autho ty. The Society might know the author of these statements (he is one of themselves), but the public cannot with propriety place confidence in them.

Nei

ther can we be induced to believe, that an East India ship loses sixty-eight thousand pounds, after having performed six voyages; as this writer asserts. We need not ask, who then would be an owner? We may rather ask, who could support such losses? Since any owner entering on this speculation with a handsome capital, would soon find his pockets empty;

and his banker's expressive countenance would sufficiently acquaint him with the reality of the deficit in his accounts. Our readers will perceive that we consider this volume, the latter part of it especially, as a kind of pleading on one side of the cause in question, rather than an impartial examination of general facts. The digninity of the former part is injured, in our opinion, by the affirmations of the latter part, and we cannot, after having perused it, return our verdict, that it is truth, and nothing but the truth.

We have some suspicion whether the present ship owners are men, who, by descent or connection, have a natural interest in shipping concerns: and we doubt, whether in many cases, property in ships might not be equally advantageous to the public, if left among those whose interest is concerned in fitting them out. It is no uncommon thing for a builder to retain a share in the vessel he has built; and this secures to h.m the future profit on her repairs, &c. The Captain also, if he be a respectable man, vests his property in a share, and profits by his office of Captain. It is, beyond denial, his advantage to render every voyage beneficial to the general concern; in which benefit he partakes; but, if by mishap, a voyage should only clear its expences, he comforts himself with the reception of his salary, and does not consider all as lost, while he is paid in the way of his profession. The same we have known of the sail-maker, timbermerchant, &c. But, a gentleman who engages money in such speculations, derives no advantage till after all expences are paid; for the overplus is the bonus on which he depends. If there be no overplus, he has made no advantage of his capital; if there be ten per cent. minus, he loses this ten per cent. without any compensation derived from other Sources: and he feels that a continuance of such losses will be his ruin. On the other hand, if there be a profit of ten per cent. he derives this from the mere employment of his money, without personal hazard of any kind, and then the good ship is in high favour.

We cannot, with propriety, call adventures of this kind a lottery; yet these, as well as to others, conie under the influence of " time and chance, which happen to all" always remembering, that when

gains are handsome, they are never stated for public sympathy; while the prospect of loss is revealed to the world at large, with many protestations, animadversions, and solicitations.

In this the shipping interest is not singular! there are many other businesses in which gain does not flow in a constant current: sometimes profit, sometimes loss," were no unfit motto for speculation. It was lately our duty to report that agriculture, especially corn-growing, did not pay its expenses; the maltsters were ruined by the last duty on malt: all the world knows that builders cannot support the present high price of timber: the mining countries yield no profit: the shipping interest exclaims on its losses: the merchants are overwhelmed by charges of merchandize: and even literature itself, which should yield a pudding now and then, puts us off with a hard dumpling!-The natural inference is, that our lands are uncultivated; our maltkilns unemployed: no houses building: no mines working; no ships at sea; the Royal Exchange deserted; and no books published who, with open eyes, can walk about this great metropolis, and admit this inference? What then becomes of the statement on which it was founded?

We do not however mean to deny that the present times are arduous; that the nation is affected by its situation; or that particular branches of business are not suffering, and with severity; but, we say, that representations made to effect a particular purpose should be received with caution; and only so much of them allowed to influence our opinion, as is justified by an enlarged view of the subject, and an appeal to general facts.

We dismiss, therefore, this loss of sixtyeight thousand pounds, on one East India ship; also, the ship Nelson, which in three voyages to St. Kitts lost £2841 6s. 7d. also, the ship Fortune, to Quebec, two voyages, loss £736 3s. 6d., and certain others. We do not deny such instances: but we doubt the propriety of deducing general inferences from them.

We have already said that the contents of this volume are valuable and important: and we presume we cannot better contribute to that considerate attention which is their due, or to the information of our readers on this subject, than by subjoining some of those tables comprised in this

An Account of the Number of Ships and Vessels belonging to the British Empire which appear from Lloyd's List to have been lost, stranded, and got off, captured and recaptured from the Year 1789 to 1800.

Years. Lost. On Shore Got off.

An Account of the Number of Vessels, with the Amouut of their Tonnage, which have been annually built and registered, in the several Ports of the British Empire, between the 5th of January 1793, and 5th January 1805.

! Vessels.

Tonnage.

7

8

9

1800

1

2

3

4

652 on shore.

3037

70 got off.

2967 lost by perils of the sea. 3639 lost by capture as below. 6606 Total.

Years. Captured. Recaptured.

Total 12 years

1780 to 1783 1784 to 1792

8 0 0.9 4 0

S. d. S. d. S. d.

LEEWARD ISLES..

Rum. s. d.

09

.

06

06

1805 1806

9 6 0 1

It will be recollected that these higher prices of freight were during years of war; at which times as the expences on shipping are encreased, these charges on merchandize are augmented in proportion.

A Sketch of the numerous Classes of the King's Subjects whose Trades are connected with, and in some Degree dependent apon, the Building, Equipment, and Employment of British Shipping, &c.

A Ship-owner, in order to build a ship, must necessarily employ the Ship-builder, who derives his knowledge from the arts and ciences, and who, in the construction of the ap, gives employment to

The ship-wright, the sawyer, the caulker, the joiner, the blacksmith.

The Baltic merchant for tar, pitch, iron, and other stores imported from abroad. The Canada merchant for timber, &c. The copper merchant and copper-smith, for copper, bolts, &c.

The iron master, for iron knees, &c. The dealers in old rope, for oakum, which is generally made by infirm and old persons who are incapable of laborious employment. The landed interest for timber, &c. The Mast and Block-maker gives employ

ment to

The Baltic merchant, for masts, &c. The West-India merchant, for lignum vitæ, &c.

The landed interest, for elm for pumps, &c.
The manufacturers of varnish, &c.
The journeymen block makers.

The Sail-maker gives employment to
The sail-cloth manufactories for canvas.
The
rope maker for bolt rope.

The twine-spinner for twine, lines, &c. The Baltic merchant for tar, flax, hemp, &c.

The journeymen sail-makers.

The Rope-maker gives employment to
The Baltic merchant for hemp, tar, &c.
The blacksmith for iron implements.
The iron wheel-maker for wheels.
The carpenter for sledges.

The journeyman rope-maker.

The Ship-chandler gives employment to Manufacturersof ivory-black, whitelead, &c. To the brush-maker for brushes, &c.

To the turner for bowls, platters, spoons, &c.

To the broom-maker for brooms.

To the manufacturers of horn, &c.

To the hardwareman for shovels, &c.

To the twine-spinner.

To the needle-maker for needles.

To the wire-maker for wire.

To the potter.

To the scale-maker for steel-yards.

To the lead merchants for sounding leads, sheet lead.

To the lamp-maker for binnacle lamps. To the time-glass-maker for time-glasses. To the tinman for lanthorns, speaking trumpets, copper pumps, &c.

To the iron founder for cannon and shot.
To the gunpowder-maker for powder.
To the gunsmith for muskets, pistols, &c.
To the locksmith.

To the sword-cutler for cutlasses.

To the mathematical instrument maker for compasses, quadrants, and sextants.

To the manufacturer of bunting colours, &c.

To the ironmonger for fish hooks, nails, pump-tacks, &c.

To the lead shot maker for bullets. To the leather-sellers for sheep skins, for hides.

To the ironmonger and hardwareman for marlin-spikes, &c.

To the Baltic merchants for pitch, tar, rosin, &c.

The Boat-builder gives employinent to the
Baltic merchant for wainscoat, tar, and pitch.
To the land-holder for oak and elm, &c.
The Plumber gives employment to
The lead merchant for lead, &c.
The Glazier and Painter gives employ.
ment to the glass manufacturer for glass.
The oil manufacturer for oil.
The colour-inaker for colours, &c.

The Cooper gives employment to
The Baltic merchant for staves, iron.
To the Canada merchant for ditto, wood.
To the hoop bender for wood, hoops, &c.
The Tallow-chandler gives employment to
The Baltic merchant for tallow.

To the West-India merchant for cotton.
To the tallow melter for tallow, &c.
The Grocer gives employment to

The sugar baker.

To the West-India merchants.

To the Mediterranean and Portuguese merchants.

The Coal Merchant gives employment to The proprietors of coal mines.

To lightermen, &c.

To bargemen, &c.

The Butcher gives employment to
The farmer, grazier, &c.

The Baker gives employment to
The miller for flour, &c.

To the farmer for peas, &c.

The Cheesemonger gives employment to
The farmer for butter and cheese.

The Brewer gives employment to
The maltster for malt.

To the hop merchant for hops.
To the back maker for backs.

To the cooper for casks.

To the copper smith for coppers, &c.
The Brazier gives employment to
The coppersmith for copper, &c. &c. &c.