Chapter LI: Appendix: No. 14

_Tonnage of Shipping Entered and Cleared in the United Kingdom, United States, France, Holland, Norway, Prussia, and Sweden, distinguishing between National and Foreign Ships from 1850 to 1873. With Cargoes and in Ballast._

------+--------------------------------------
| UNITED KINGDOM.
+------------+------------+------------
Years.| British | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+------------+------------+------------
1850 | 9,442,544 | 5,062,520 | 14,505,064
| 65·1 per | 34·9 per |
| cent. | cent. |
| | |
1860 | 13,914,923 | 10,774,369 | 24,689,292
| 56·3 per | 43·7 per |
| cent. | cent. |
| | |
1870 | 25,072,180 | 11,568,002 | 36,640,182
| 68·4 per | 31·6 per |
| cent. | cent. |
------+------------+------------+------------

------+---------------------------------------
| UNITED STATES.
+-------------+-------------+------------
Years.|United States| Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-------------+-------------+------------
1850 | 5,205,804 | 3,503,837 | 8,709,641
| 59·8 per | 40·2 per |
| cent. | cent. |
| | |
1860 | 12,087,209 | 4,977,916 | 17,065,125
| 70·8 per | 29·2 per |
| cent. | cent. |
| | |
1870 | 6,992,967 | 11,332,095 | 18,325,062
| 38·2 per | 61·8 per |
| cent. | cent. |
------+-------------+-------------+------------

------+-----------------------------------
| FRANCE.
+----------+-----------+------------
Years.| French | Foreign | Total
| Tonnage | Tonnage. | Tonnage.
------+----------+-----------+------------
1850 |1,891,512 | 2,719,207 | 4,610,719
| 41 per | 59 per |
| cent. | cent. |
| | |
1860 |3,502,912 | 4,953,824 | 8,456,736
| 41·4 per | 58·6 per |
| cent. | cent. |
| | |
1870 |4,289,206 | 9,317,531 | 13,606,737
| 31·5 per | 68·5 per |
| cent. | cent. |
------+----------+-----------+------------

------+-----------------------------------
| HOLLAND.
+-----------+-----------+-----------
Years.| Dutch | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+-----------+-----------
1850 | 935,283 | 1,301,152 | 2,236,435
| 41·8 per | 58·2 per |
| cent. | cent. |
| | |
1860 | 1,341,711 | 2,053,269 | 3,394,980
| 39·5 per | 60·5 per |
| cent. | cent. |
| | |
1870 | 1,323,475 | 3,341,448 | 4,664,923
| 28·4 per | 71·6 per |
| cent. | cent. |
------+-----------+-----------+-----------

------+----------------------------------
| NORWAY.
+-----------+----------+-----------
Years.| Norwegian | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+----------+-----------
1850 | 1,050,307 | 346,639 | 1,396,945
| 75·2 per | 24·8 per |
| cent. | cent. |
| | |
1860 | 1,513,369 | 516,667 | 2,030,036
| 74·5 per | 25·5 per |
| cent. | cent. |
| | |
1870 | 2,264,233 | 967,753 | 3,231,986
| 70 per | 30 per |
| cent. | cent. |
------+-----------+----------+-----------

------+-----------------------------------
| PRUSSIA.
+-----------+-----------+-----------
Years.| Prussian | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+-----------+-----------
1850 | 1,026,378 | 1,063,980 | 2,090,358
| 49·1 per | 50·9 per |
| cent. | cent. |
| | |
1860 | 1,711,442 | 1,588,382 | 3,299,824
| 51·9 per | 48·1 per |
| cent. | cent. |
| | |
1870 | 2,893,214 | 3,301,530 | 6,194,744
| 46·7 per | 53·3 per |
| cent. | cent. |
------+-----------+-----------+-----------

------+-----------------------------------
| SWEDEN.
+-----------+-----------+-----------
Years.| Swedish | Foreign | Total
| Tonnage. | Tonnage. | Tonnage.
------+-----------+-----------+-----------
1850 | 462,884 | 604,002 | 1,066,886
| 43·4 per | 56·6 per |
| cent. | cent. |
| | |
1860 | 560,066 | 828,386 | 1,388,452
| 40·3 per | 59·7 per |
| cent. | cent. |
| | |
1870 | 1,374,433 | 2,954,151 | 4,328,584
| 31·8 per | 68·2 per |
| cent. | cent. |
------+-----------+-----------+-----------

FOOTNOTES:

[314] Extract from the ‘New York Herald’ of 10th October, 1860:—

“MARITIME RELATIONS.”

“Remarks of Mr. W. S. Lindsay, M.P., at the Chamber of Commerce meeting, Tuesday evening, 9th October.

“Mr. Lindsay said: ... With these preliminary remarks, allow me to state to you the objects which I have in view in meeting you this evening. I will speak first in reference to the liability of Shipowners, because that, perhaps, is one of the most important questions, and one which I think is not sufficiently understood. I do not think that it is generally known how the Shipowners of both countries stand with regard to each other on this question. As our respective laws now stand, any Shipowner of this country or of England, however wealthy, may rise any morning and find himself a ruined man. That is a serious thing to consider. The law of England limits the responsibility of our Shipowners to the value of the ship and freight. In most other countries of Europe the responsibility of the Shipowners is also limited to a similar extent. That is likewise the law in this country, as far as I understand your law. That is to say, if one of your ships runs down another at sea, and you pay into your courts the value of the ship and freight, your responsibility cannot be carried beyond that value. Now this is very good so far as the laws of the respective countries stand. But if my ship runs down another ship in which any American subject is interested, I am made responsible, in your courts, not merely for the value of my ship and freight, but for whatever amount of damage may have been sustained through the collision brought about by my ship. Therefore if my ship runs down a vessel with cargo and freight on board to the extent of 200,000_l._ sterling, I would be responsible for the whole. If, on the other hand, your ships at sea run down any other ship in which a British subject is interested, and the action for loss is raised in our courts, you are held responsible for the full amount of the damage which your ship caused. This arises from the fact that our laws have jurisdiction only over British ships, and your laws have jurisdiction over only American ships. Now, considering the vast trade which is carried on between the two countries, I hope you may agree with me in the opinion, that as the laws of both countries are similar, the Shipowner’s liability in the courts of either country should in all cases be limited to the value of the ship and freight. I hope you will use your influence to extend that limitation to the vessels of both countries, which might easily be done by a convention between the two nations....”

[315] Goods imported in foreign vessels not being the produce or manufacture of that country pay one-fifth more duty than if imported in Portuguese vessels.

[316] 810_l._ allowed to persons exempt.

[317] Drawback allowed, 82_l._

[318] _Extracts from the Rules relating to the Classing and Periodical Surveys of Ships_ (1875).

IRON STEAM AND SAILING SHIPS.

Iron Ships are classed A 1 with a numeral prefixed, and retain their characters so long as, on careful annual and periodical Special Surveys, they are to be found in a fit and efficient condition to carry dry and perishable cargoes to and from all parts of the world.

100 A, 90 A, and 80 A, will denote vessels that have been built in accordance with, or equal to, the Rules, and Tables G 1, G 2, G 3, and G 4. Where deviations from the Rules are desired, a sketch of the midship section, plans, &c., must be first submitted, through the resident Surveyor, for the Committee’s approval, and the vessel built in accordance with the approved plans, under the Survey of the Surveyors to the Society.

Iron Ships built in accordance with previous Rules remain on the characters assigned to them.

All vessels must be submitted to occasional or _Annual Surveys_ when practicable; and to entitle them to retain their characters in the ‘Register Book,’ Special Surveys must be held at intervals of three and four years, according to the Class assigned.

WOOD SHIPS.

SHIPS CLASSED A 1 _for a term of Years_.—Section 34 requires that they shall be occasionally surveyed; _Annually_ if practicable. If not placed under _half-time or intermediate_ Surveys within periods not exceeding four years—or, in the case of the higher classed vessels, one-half of the terms of years originally assigned to them—their Characters will be liable to be withdrawn from the ‘Register Book.’

Sections 54 to 58 provide for the Continuation or Restoration of the Character A 1 for further periods.

SHIPS CLASSED A 1 _in Red_.—Section 60 provides for the Survey and Classing of Ships A 1 in Red, which is also a Class of vessels fit for the safe conveyance of dry and perishable goods _to and from all parts of the world_. They are allowed to retain this Character upon _Special Survey_, for terms in no case exceeding _two-thirds_ the periods originally assigned to them.

They are also subject to Annual Survey, and to the half-time Survey prescribed in Section 34.

SHIPS CLASSED Æ, for the conveyance of dry and perishable goods on _shorter voyages_, and for the conveyance of cargoes _not_ in their nature subject to sea damage _on any voyage_.