ONE:
TWO:A law in force since the time of Cromwell had provided that no merchandise from Asia, Africa, or America should be imported into Great Britain in any foreign ships; and not only the commander, but three-fourths of the crew, were required to be English. In addition to this restriction of our foreign commerce to English-built and English-manned ships, discriminating duties were imposed upon foreign ships from Europe, which had to pay more heavily than if the goods were imported under the British flag. The object of this system, which prevailed for one hundred and fifty years, was to maintain the ascendency of Britain as a Maritime Power. Adam Smith remarks that the Navigation Act may have proceeded from national rivalry and animosity towards Holland; but he held that its provisions were as beneficial as if they had been dictated by the most consummate wisdom. He admits, however, that they were not favourable to foreign commerce, or to the growth of that opulence that can arise from it, remarking, "As defence is of more value than opulence, the Act of Navigation is perhaps the wisest of all the commercial regulations of England." But had Adam Smith lived later on, he would have seen that the utmost freedom of commerce with foreign nations, and the most boundless opulence arising from it, are quite compatible with a perfect system of national defence; and whatever were the advantages of the restrictive system, other nations could act upon it as well as England. America did so, and thus commenced a war of tariffs equally injurious to herself and the mother country, causing the people of each to pay much more for most of the commodities they needed than they would have done if the markets of the world were open to them. The consequence was that both parties saw the folly of sending their ships across the Atlantic in ballast, and a commercial treaty was concluded in 1815, which put the shipping of both America and England upon an equal footing, and relieved them from the necessity of paying double freight. The reciprocity system was also partially adopted in our commerce with other countries. In 1822 Mr. Wallace had brought in four Bills, which made other important alterations. The 3 George IV., cap. 41, repealed certain statutes relating to foreign commerce which were passed before the Navigation Act. Another Act (cap. 42) repealed that part of the Navigation Act itself which required that goods of the growth or manufacture of Asia, Africa, and America should only be imported in British ships; and that no goods of foreign growth or manufacture should be brought from Europe, except from the place of their production, and in the ships of the country producing them. The next enactment prescribed certain specified goods to be brought to Great Britain from any port in Europe, in ships belonging to the ports of shipment. Two other Acts further extended freedom of commerce, and removed the vexatious restrictions that had hampered our colonial and coasting trade. In 1823 Prussia retaliated, as the United States had done, which led Mr. Huskisson to propose what are called the Reciprocity Acts, 4 George IV., cap. 77, and 5 George IV., cap. 1, which empowered the king, by Order in Council, to authorise the importation and exportation of goods in foreign ships from the United Kingdom, or from any other of his Majesty's dominions, on the same terms as in[240] British ships, provided it should first be proved to his Majesty and the Privy Council that the foreign country in whose favour the order was made had placed British ships in its ports on the same footing as its own ships. These enactments proved an immense advantage to the people of the nations affected by them, and satisfied all parties but the ship-owners, who cried out loudly that their interest was ruined. But their complaints were altogether unfounded, as will appear from the following figures. Under the restrictive system, from 1804 to 1823, the tonnage of British shipping had increased only ten per cent. Under the Reciprocity Acts and the Free Trade system, from 1823 to 1845, the increase rose to forty-five per cent. This result fully bore out the calculations and anticipations of Mr. Huskisson, in his answer to the arguments of the Protectionists.
ONE:Happily, the prevalence as well as the acerbity of party spirit was restrained by the prosperous state of the country in the winter of 1835-36. There were, indeed, unusual indications of general contentment among the people. Allowing for partial depression in agriculture, all the great branches of national industry were flourishing. The great clothing districts of Yorkshire and Lancashire, both woollen and cotton, were all in a thriving condition. Even in the silk trade of Macclesfield, Coventry, and Spitalfields, there were no complaints, nor yet in the hosiery and lace trades of Nottingham, Derby, and Leicester, while the potteries of Staffordshire, and the iron trade in all its branches, were unusually flourishing. Of course, the shipping interest profited by the internal activity of the various manufactures and trades. Money was cheap, and speculation was rife. The farmers, it is true, complained, but their agricultural distress to a certain extent was felt to be chronic. Farming was considered a poor trade, its profits, on the average, ranging below those of commerce. Most of the farmers being tenants at will, and their rents being liable to increase with their profits, they were not encouraged to invest much in permanent improvements.Among the resources of Great Britain to which she is mainly indebted for her pre-eminence as a manufacturing nation, and without which she would not have been able to make anything like the progress she has made, or to bid defiance to foreign competition as she may always do, are her mines of coal and iron. The total produce of all the British ironworks was found, after a careful estimate, to be, in 1823, 442,066 tons; in 1825, 581,367 tons; in 1828, 653,417, and in 1830, 702,584 tons. In 1844 the quantity reached 1,500,000 tons. The quantity of tin produced in England in 1820 was 3,578 tons; in 1834 it was 4,000 tons. In addition to the quantities used at home, there was a considerable exportation of tin plates, the value of which in 1820 was about 161,000, and in 1840 it was more than 360,000. The produce of the copper mines in Cornwall was much greater than that of the tin mines; for while in 1820 it was only 7,364 tons, it had increased in 1840 to 11,000 tons. The increase during 60 years had been threefold, and the value annually raised exceeded 1,000,000 sterling. In the year 1820 the quantity of coals shipped from the port of Newcastle was more than 2,000,000 tons. In the year 1840 it had increased to nearly 3,000,000. From the port of Sunderland the quantity shipped in 1820 was considerably more than 1,000,000. In 1840 it was 1,300,000 tons. Large quantities were also shipped from the port of Stockton. The chief coal districts have naturally become the chief manufacturing districts; and as the coal is on the spot, it is impossible to estimate the quantities consumed in working the factories in Lancashire, the West Riding of Yorkshire, Nottingham, Derby, Birmingham, Wolverhampton, Leicester, Coventry, and Staffordshire. The town of Sheffield alone, it was estimated in 1835, required for manufacturing purposes about 515,000 tons of coals. Dr. Buckland, in his address to the Geological Society, in 1840, stated that "the average value of the annual produce of the mines of the British islands amounts to the enormous sum of 20,000,000, of which about 8,000,000 arises from iron, and 9,000,000 from coals."
TWO:After the flight from Ballingarry, and the desertion of his followers, Smith O'Brien abandoned the cause in despair, and concealed himself for several days among the peasantry in a miserable state of mind. He had none of the qualities of a rebel chief, and he had not at all calculated the exigencies of the position that he had so rashly and criminally assumed, involving the necessity of wholesale plunder and sanguinary civil strife, from which his nature shrank. Besides, he soon found that the people would not trust a Protestant leader, and that there was, after all, no magic in the name of O'Brien for a Roman Catholic community. But to the honour of the peasantry it should be spoken, that though many of them were then on the verge of starvation, not one of them yielded to the temptation of large rewards to betray him or his fugitive colleagues, and several of them ran the risk of transportation by giving them shelter. In these circumstances, on the 5th of August, Mr. O'Brien walked from his hiding-place in Keeper Mountain into Thurles, where he arrived about eight o'clock in the evening. He[570] went immediately to the railway station to procure a ticket for Limerick. On the platform there were seventeen constables in plain clothes, who did not know him; but a railway guard named Hulme, an Englishman, recognised him, and tapping him on the shoulder, he presented a pistol at him and said, "You are the Queen's prisoner." A strong escort of police was immediately procured, and the prisoner was conveyed in a special train to Dublin, where he was lodged in Kilmainham gaol.
