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Pennsylvania (Pennsylvania, United States) (search for this): entry navigation-acts
ngth. At that time there was no need of protection to American ship-building, in the tariff sense of the term. The Pennsylvania packet, in its issue of May 7, 1790, contained the following review of the then comparative state of shipbuilding ine, it could not have been a merely protective measure, in the tariff sense, because under the conditions stated by the Pennsylvania packet there could have been no competition. The policy of the fathers had a broader basis, a deeper foundation, anundergone many vicissitudes. At any time between 1790 and 1840 the conditions set forth in the review quoted from the Pennsylvania packet prevailed, and the United States continued to enjoy the advantage of her natural resources and the superior skil message recommended that Congress enact legislation to that end. This proposition was antagonized by Judge Kelly, of Pennsylvania —always at the front when American interests were threatened—in one of his most powerful efforts, couched in the vehem
Barbados (Barbados) (search for this): entry navigation-acts
Navigation acts. The first navigation act that affected the American colonies was an ordinance of the British Parliament in 1646, by which all goods, merchandise, and necessaries for the English-American plantations were exempted from duty for three years, on condition that no colonial vessel be suffered to lade any goods of the growth of the plantations and carry them to a foreign port, excepting in English bottoms. The preamble to the ordinance mentioned Virginia, Bermudas, Barbadoes, and other places of America. In 1663 Parliament passed an act for securing the monopoly of the trade of the English-American colonies for the benefit of the English shipping interest, then a powerful factor in politics. It prohibited the importation into any of the English colonies of any commodities of the growth, production, and manufacture of Europe, unless they were shipped from the British Islands in English-built vessels. For the enforcement of the navigation acts courts of vice-admi
Europe (search for this): entry navigation-acts
glish colonies of any commodities of the growth, production, and manufacture of Europe, unless they were shipped from the British Islands in English-built vessels. Foused the most violent opposition in the colonies. Nearly all the nations of Europe, after the downfall of Napoleon and the return of peace, adopted a very discrimfollowing review of the then comparative state of shipbuilding in America and Europe, from the financial point of view: Ship-building is an art for which the country abounds.... They build oak vessels on lower terms than the cheapest European vessels of fir, pine, and larch. The cost of a white-oak ship in New England stry a desideratum to England. It lies in the threat of maritime war to which European nations are constantly exposed. At the time of the Franco-German War of 187 similar service should be called subsidy. The five maritime great powers of Europe—England, France, Germany, Russia, and Italy—during the year 1893 paid £ 3,331,5
British Isles (search for this): entry navigation-acts
cepting in English bottoms. The preamble to the ordinance mentioned Virginia, Bermudas, Barbadoes, and other places of America. In 1663 Parliament passed an act for securing the monopoly of the trade of the English-American colonies for the benefit of the English shipping interest, then a powerful factor in politics. It prohibited the importation into any of the English colonies of any commodities of the growth, production, and manufacture of Europe, unless they were shipped from the British Islands in English-built vessels. For the enforcement of the navigation acts courts of vice-admiralty were established throughout the colonies in 1697, with power to try admiralty and revenue cases without a jury—the model of our existing United States district courts. These were strongly resisted, especially in the chartered colonies. The privy council maintained the doctrine that nothing prevented the King from establishing an admiralty jurisdiction within every dominion of the crown, char
Japan (Japan) (search for this): entry navigation-acts
act of 1792 from the pages of the Revised Statutes, there would not now be a first-class shipyard in existence on our soil, and we would have been, like Chile and Japan, forced to dicker on the banks of the Clyde for the construction of our new navy, if we had one at all. But aside from the desire of English ship-builders to creatders from this government for the ships and guns we needed, and they blandly assured us that they would give us quite as favorable terms as were accorded to China, Japan, and Chile. And, to their shame be it said, there were officers of our navy who not only adopted this view, but did all they could to commit our government to thetions that quite recently one of them contracted to build a large ship at cost, in express terms for the sole purpose of keeping their organization together. Even Japan, which in years past poured about $30,000,000 into England's coffers for ships and guns, is now building her own men-of-war. Denunciation of our navigation laws
Florida (Florida, United States) (search for this): entry navigation-acts
ry—the model of our existing United States district courts. These were strongly resisted, especially in the chartered colonies. The privy council maintained the doctrine that nothing prevented the King from establishing an admiralty jurisdiction within every dominion of the crown, chartered or not. The British navy was employed to enforce the Navigation Act in the colonies in 1763. Admiral Colville, commanding the naval forces on the American coast from the St. Lawrence to the capes of Florida, became the head of a new corps of revenue officers. Each captain of his squadron was furnished with a customhouse commission and instructions from the lords of the admiralty, and was empowered to enter harbors, after taking the usual oaths to perform the duties of custom-house officers, and to seize persons suspected of being engaged in illicit trade. This measure aroused the most violent opposition in the colonies. Nearly all the nations of Europe, after the downfall of Napoleon and
Philadelphia (Pennsylvania, United States) (search for this): entry navigation-acts
ports of the United States against British vessels from any British colonial port into which American vessels were not admitted. This policy, which totally failed of its object, was kept up for twelve years, and then abandoned. History of legislation. The following resume of the navigation laws of the United States, and the development of the ship-building industry under them, is contributed by Charles H. Cramp, president of the Cramp & Sons Ship and Engine Building Company, of Philadelphia, Pa. When one traces the history of the navigation laws of the United States, beginning with the act of Dec. 31, 1792, which closed American registry to foreignbuilt vessels except as to prizes taken in war, down to the present time, there appears cumulative evidence that the policy had its origin in the spirit of national independence, commercial as well as political. Superficial students and shallow reasoners associate our navigation laws with the doctrine of protection, as embodied
New England (United States) (search for this): entry navigation-acts
nnsylvania packet, in its issue of May 7, 1790, contained the following review of the then comparative state of shipbuilding in America and Europe, from the financial point of view: Ship-building is an art for which the United States are peculiarly qualified by their skill in the construction and by the materials with which their country abounds.... They build oak vessels on lower terms than the cheapest European vessels of fir, pine, and larch. The cost of a white-oak ship in New England is about 24 Mexican dollars per ton, fitted for sea; a fir vessel costs in the ports of the Baltic 35 Mexican dollars per ton; though the American oak ship is much safer and more durable. The maximum cost of a vessel of the highest class of American live oak and cedar, which with salted timbers will last thirty years without repair, is only 36 to 38 dollars per ton in our different ports; while an oak ship, fitted in a similar manner, in the cheapest ports of England, Holland, or France,
Holland (Netherlands) (search for this): entry navigation-acts
hest class of American live oak and cedar, which with salted timbers will last thirty years without repair, is only 36 to 38 dollars per ton in our different ports; while an oak ship, fitted in a similar manner, in the cheapest ports of England, Holland, or France, will cost 55 to 60 dollars per ton. This relative state of the first cost of ships existed at the date of the passage of the prohibitory law in 1792. Hence, it could not have been a merely protective measure, in the tariff sense,ew iron steam tonnage employed in the coastwise trade, including colliers and ocean tugs employed in barge-towing, is about 340,000, and this, in the opinion of men qualified to judge, is a fair supply for many years to come. France, Germany, Holland, Spain, Russia, and Italy, which were formerly large customers of English ship-builders, have in recent years encouraged home shipbuilding by subvention and commercial discriminations, until their patronage has been almost entirely withdrawn fro
Mexico (Mexico) (search for this): entry navigation-acts
eir skill in the construction and by the materials with which their country abounds.... They build oak vessels on lower terms than the cheapest European vessels of fir, pine, and larch. The cost of a white-oak ship in New England is about 24 Mexican dollars per ton, fitted for sea; a fir vessel costs in the ports of the Baltic 35 Mexican dollars per ton; though the American oak ship is much safer and more durable. The maximum cost of a vessel of the highest class of American live oak and cMexican dollars per ton; though the American oak ship is much safer and more durable. The maximum cost of a vessel of the highest class of American live oak and cedar, which with salted timbers will last thirty years without repair, is only 36 to 38 dollars per ton in our different ports; while an oak ship, fitted in a similar manner, in the cheapest ports of England, Holland, or France, will cost 55 to 60 dollars per ton. This relative state of the first cost of ships existed at the date of the passage of the prohibitory law in 1792. Hence, it could not have been a merely protective measure, in the tariff sense, because under the conditions stated
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