ONE:One of the most appalling of the narratives sent to the Central Committee of the Society of Friends was Mr. William Bennet's account of his journey in Ireland. He left Dublin on the 12th of January, and proceeded by coach to Longford, and thence to Ballina, from which he penetrated into remote districts of the county Mayo. In the neighbourhood of Belmullet he and his companion visited a district which may serve as a representation of the condition of the labouring class generally in the mountainous and boggy districts, where they burrowed and multiplied, more like a race of inferior animals than human beings. "Many of the cabins," wrote Mr. Bennet, "were holes in the bog, covered with a layer of turf, and not distinguishable as human habitations from the surrounding moors, until close down upon them. The bare sod was about the best material of which any of them were constructed. Doorways, not doors, were provided at both sides of the latter, mostly back and front, to take advantage of the way of the wind. Windows and chimneys, I think, had no existence. A second apartment or partition of any kind was exceedingly rare. Furniture properly so called, I believe, may be stated at nil. I cannot speak with certainty, and wish not to speak with exaggeration, we were too much overcome to note specifically; but as far as memory serves, we saw neither bed, chair, nor table at all. A chest, a few iron or earthen vessels, a stool or two, the dirty rags and night coverings, formed about the sum total of the best-furnished. Outside many were all but unapproachable from the mud and filth surrounding them; the scene inside is worse, if possible, from the added closeness, darkness, and smoke.... And now language utterly fails me in attempting to depict the state of the wretched inmates.... We entered a cabin. Stretched in one dark corner, scarcely visible from the smoke and rags that covered them, were three children huddled together, lying there because they were too weak to rise, pale and ghastly; their little limbs, on removing a portion of the covering, perfectly emaciated; eyes sunk, voice gone, and evidently in the last stage of actual starvation. Crouched over the turf embers was another form, wild and all but naked, scarcely human in appearance. It stirred not nor noticed us. On some straw, soddened upon the ground, moaning piteously, was a shrivelled old woman, imploring us to give her something, baring her limbs partly to show how the skin hung loose from her bones, as soon as she attracted our attention. Above her, on something like a ledge, was a young woman with sunken cheeks, a mother, I have no doubt, who scarcely raised her eyes in answer to our inquiries; but pressed her hand upon her forehead, with a look of unutterable anguish and despair.... Every infantile expression had entirely departed; and, in some, reason and intelligence had evidently flown. Many were remnants of families, crowded together in one cabin; orphaned little relatives taken in by the equally destitute, and even strangersfor these poor people are kind to each other, even to the end. In one cabin was a sister, just dying, lying beside her little brother, just dead. I have worse than this to relate; but it is useless to multiply details, and they are, in fact, unfit."
FORE: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.[341]
