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THREE:

THREE:In March of this year Lord Cornwallis had brought a war in India with the implacable enemy of the British to a very successful close. Early in the preceding year, 1791, he had reinstated our ally, the Rajah of Travancore, in his dominions, and had further seized nearly all Tippoo's territories on the Malabar coast. He then determined to strike a decisive blow, by marching upon Tippoo's capital, Seringapatam. In February he took the city of Bangalore, and early in May he was on his route for Seringapatam. Tippoo was in the deepest consternation. Lord Cornwallis arrived in the neighbourhood of Seringapatam on the 13th of May, and immediately attacked Tippoo, who was drawn up with a large force. The Mysoreans broke and fled[395] before the British bayonets. The British army was in full view of the capital, and expected a rich booty, when Cornwallis was compelled to order a retreat. The forces of General Abercromby, who had to make his way from another quarter through the mountains, had not come up; neither had the Mahrattas, who were to join with twenty thousand men. The rains had set in, and the army was without provisions, for Tippoo had laid all the country waste. In these circumstances, Lord Cornwallis somewhat precipitately destroyed his battering guns, and retired from before Seringapatam. He sent word to Abercromby, who was now approaching, to retire also. On the 26th of May, the very first day of his retreat, the Mahrattas arrived; but as the rains continued and his soldiers were suffering from illness, he determined to retreat to Bangalore, where he procured four battering trains; and having laid in plentiful stores and obtained strong reinforcements, as soon as the season was favourable he again set out for Seringapatam. After taking different forts on his way, he appeared before that wealthy city on the 5th of February, 1792, in company with General Abercromby and a native force belonging to our ally, the Nizam. Tippoo was drawn up before the city, having between it and himself the rapid river Cauvery, and the place extremely well fortified and defended by batteries. He had forty thousand infantry and five thousand horse; but he was speedily defeated, and driven across the river into the city. There the British followed him, and, under the guidance of the brave generals, Medows and Abercromby, they soon penetrated so deeply into the place that Tippoo was compelled to capitulate. In these actions the British were said to have lost about six hundred men, Tippoo four thousand.THE CONSCRIPTION IN FRANCE: RECRUITING FOR NAPOLEON'S WARS. (See p. 20.)

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THREE: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.[See larger version]