Expert answer:HY1110 Columbia Southern University Sugar Act in T
Solved by verified expert:The assignment is two parts. PowerPoint and a one page reflection paper. I have to turn them in Tuesday 10/24/2017. I am attaching Three Sources from the CSU library which you can choice from because it has to be in the PowerPoint. I have also attached Unit 3 study guide as well. Thank you for helping me out means the world!!!!!! Unit III PowerPoint Presentation Choose one major economic act enforced against the colonies by the British Crown prior to war, and cover the following: Describe the role, reason, and impact of the act on the colonies. Identify the arguments for/against the act by persons in the colonies. Identify major actions by the colonies in reaction to your selected act. How did this act increase or decrease fears of an overbearing central government? What was the nature of the colonial government under crown authority? Answer and defend your perspective on the following: “Was this particular act an inevitable catalyst for the eventual war?” Your presentation should meet the following requirements: must have a minimum of 12 slides, not including title or reference slides; may have a maximum six pictures total—focus needs to be on content; must include a title page identifying your chosen act; must include at least one selection from a CSU Online Library database, such as the American History and Life database, that is used as research of the event and views of the time; and must include citations throughout, and a reference slide at the end identifying any sources used per 6th edition APA format. If you require any assistance in creating your PowerPoint presentation, feel free to access this YouTube video created by the CSU Success Center, http://columbiasouthern.adobeconnect.com/powerpointbestpractices/, or contact the Success Center at 1.877.875.0533 or teamSUCCEED@columbiasouthern.edu to request assistance. Information about accessing the Blackboard Grading Rubric for this assignment is provided below. Unit III Reflection Paper Within this unit, you were placed within the time frame of 1750s to 1780s. Imagine that you were living during this time and you, or a family member if you wish, have enlisted in the Colonial Army. What is the general reaction of your family to this decision? Are you (or the enlisted) a part of any special population, region, minority, or other distinction? How does HY 1110, American History I 4 your population, region, minority, or other distinction impact your experience and morale? Will the family stay at home or follow the camp? Your reflection paper will need to be a minimum one page in length. All sources used must be cited and referenced. Paraphrased or quoted material must have accompanying citations per 6th edition APA format. Information about accessing the Blackboard Grading Rubric for this assignment is provided below.
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160
American Antiquarian
Society.
[Oct.
THE NAVIGATION LAWS.
BY EDWARD CHANNING.
this general title I propose to describe the commercial policy of England, so far as it affected the English
North American Colonies before 1760. I select the date
1760 simply because it marks, somewhat roughly to be
sure, the ending of England’s liberal colonial policy and the
beginning of that illiberal policy which finally resulted in
the American Eevolution. The causes of the Eevolution
can he found in England’s policy before 1760. But the
germs were latent and might never have sprung into life
had ithe liberal policy of the century before 1760 been
maintained. In theory there was little or no change. The
chang’e really eonsisted in making the Navigation Laws a
reality and in forcing the colonies to bear their share of the
burdens necessarily incurred in carrying out an imperial
policy.
England’s commercial policy had been protective for
centuries. Long before she possessed a eolony, even before
Cabot’s voyage gave her a claim to land over the sea,
England’s statesmen had protected to the best of their
abilitly the home industries of their country. As early as
the reign of Henry VII. the importation of many commodities was restricted to English ships navigated by English sailors. Later in Queen Elizabeth’s time foreign vessels
were excluded from the English coastwise trade and fisheries The Tonnage and Poundage act of James I. included
the colonies under the usual desisrnation of “dominion s
thereof” within its scope. But the first settlers of the early
colonies were ordinarily exempted, by their charters, for a
term of years at least, from the operation of these laws.
UNDER
1889.]
The Navigation Laws.
.
161
Whether bound by these laws or not the first colonists
paid little or no attention to them. During the early years
of the Great Rebellion, the restrictions were totally disregarded and the colonial trade fell into the hands of the most
enterprising commercial people of the time, the Dutch. At
length in 1645, the Long Parliament turned its attention
to the colonies. In May of that year, ” T h e Lords and
Commons assembled in the High Court of England taking
into consideration that nothing more enricheth this Kingdom
than commerce, whereby the navigation thereof is much
increased “1 ordained that “whale oil, gils, commonly
called whalebone, and fins ” shall be imported into England
only in ships fitted out from England by linglish subjects,
under penalty of confiscation. This ordinance’ was the beginning of the new period of England’s commercial policy,
and deserves on this account to be called the First Navigation Act.
The new policy found favor with the Puritan masters of
England. In January, 1646, it was extended to the colonies generally, by an ordinance prefaced by the following
preamble: “Whereas the several plantations in Virginia,
Bermudas, Barbadoes and other places of America have
been much beneficial to this Kingdom by the increase of
navigation, and the customs arising from the commodities
of the growth of those plantations imported into this Kingdom ” etc.^ The ordinance itself is in many respects singularly liberal. The colonists were treated by the English
Parliament almost as equals. The right to export English
goods free of duty for three years—security being given
to land goods so exported in the colonies—was oflered the
colonists. In exchange, however, the colony taking advantage of this oner must not sufler or permit any goods to be
placed on board any foreign vessel whatever within the
limits of the colony, and in case, the ordinance continues,
1 Seo]jell, Ordinances, utnlcrdato of May Ctb, 1645.
2 Scobell, Ordinances, Pt. I., 113.
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American Antiquarian Society.
[Oct.
“any of the said Plantations shall offend herein, then the
Plantation so offending, shall be excluded from the benefits
of this ordinance, and shall pay custom as other merchants
do of France, Spain, Holland and other Foreign parts.”
Three years later the importation of French wool, silk
and wine into England, Ireland and the “Dominions
thereof” was prohibited.’ The triumph of the Puritans
and the establishment of the Commonwealth was not at all
relis!ied by the colonists of Virginia, Bermuda, and Antego
or Antigua. The Long Parliament declared these colonies
to be in a state of “rebellion” and prohibited all trade with
them, and to better carry out this policy, excluded all foreign ships from the colonial trade unless a license were first
proc’ired from the Council of State.^ This last enactment
would seem to show that the Ordinance of 1646 had not
worked well in practice. At all events the Ordinance of
1646: was neither continued nor confirmed.
In place of the policy of bribing the colonists to trade
with the motherland. Parliament now adopted a policy of
coercion pure and simple. In 1651, under the lead of the
younger Vane—once governor of Massachusetts Bay—the
Lon¿ Parliament passed an ordinance destined to be the
fonnclation of England’s commercial policy till the American
Revolution. This ordinance^ is so important that I give
an abstract of its more important provisions. It is entitled :
” Goods from Foreign Parts by whom to be imported.”
The object of the ordinance is stated to be the ” increase of
shipping and the Encouragement of the Navigation of this
Nati¿n.” The first section provides that no goods or commodities whatsoever ” ofthe growth, production, or manufacture of Asia, Africa, or America, or of any part thereof * *
as well of the English Plantations as others” shall be
brought into England, Ireland or any other territories to
this Commonwealth belonging in any vessels but such as do
1 Scobcll, Ordinances, II., 86, under date of August, 16á9.
2Scdbell, Ordinances, under date of October, 1650.
3 Scobell, Ordinances, 1651, cap. 22.
1889.]
. The navigation Laws.
163
truly belong to the people of this Commonwealth or the
Plantations thereof ” and whereof the master and mariners
are also for the most part of them of tho people of this
Commonwealth.” The penalty for the non-observance of
this provision was confiscation of vessel .and goods. European goods could be imported into England, Ireland and
the territories thereto belonging only in English vessels or
vessels belonging to the country where such goods were
produced or usually shipped. Such goods must be so
brought from the places of production or usual shipment.
No salted fish or whale oil, gills and fins could be imported
except such as were caught in English ships, nor could
they be exported except in such vessels. The only notable
exceptions to the provisions of this act were Spanish and
Portuguese goods of colonial growth, which might be imported from any port of Spain and Portugal. This exception was necessary, as otherwise Englishmen must have
gone without Spanish and Portuguese colonial products, so
stringent were the colonial systems of those countries.
Foreigners were also shut out from the English coastin»trade.
The Restoration came in due season. It brought with it
no reversal of the Puritan commercial policy. On the con-‘
trary the financiers of the Cavalier reaction strengthened
and extended the policy of their predecessors. One of the
very first acts of the Convention Parliament was one o-nmting certain duties on goods imported into or exported from
the Realm and ” the Dominions thereunto belono-iuo- ” to the
King for life, under the name of Tonnage and Poundao-e.i
The duties levied depended in some cases on the place of
importation, and alien importers were obliged to pay higher
duties than the subjects of the English crown. This^’discriminating duty was usually twelve pence in the pound.
But alien merchants often paid fifty per cent, and, in some
instances, even one hundred per cent, more duty than
112 Charles II., Chap. i.
15
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American Antiquarian Society.
[Oct.
nati es. The best examples of this excessive discrimination
were Spanish wines upon which the native importer paid
thirty shillings per pipe while the alien paid forty-five ; and
broalicloth exported on which the native exporter paid three
shillings and four pence export duty, per length of twentyeight; feet weighing sixty-four pounds, while the alien exporter paid six shillings and eight pence export duty, or just
douole. These principal duties were mentioned in the act
itselJF. In addition everything brought into or taken out of
the Empire was taxed according to a tariff which was annexed
to the act. This was the ” Book of Rates, signed by Harbottle Grimstone, Bart, Speaker of the House of Commons.”
This’tariff occupies twenty-two pages in the great folio edition
of the Statutes of the Realm, and equals any production of
modern tariff makers in minuteness of detail and peculiarity
of duties. For example : ” Babies or puppets for children”
were taxed on importation, per gross, seventeen shillings
and ten pence, while “baby’s heads of earth imported” were
liable to a duty of fourteen shillings four pence per dozen ;
apples, called pippins, paid an import duty of four shillings
per barrel ; sea-holly roots imported were taxed one pound
sterling per hundred weight; rugs, whether of Polish or
Irisn make, were taxed at importation by the piece, one
pound six shillings and eight pence ; and pins were liable
to an import duty of two pounds and ten shillings the dozen
thousand. The export duty that most attracted my attention was a tax of five shillings per hundred vveight of one
hundred and eleven pounds on all maps, ” sea carts,” books
and pictures exported. At first I thought this was an export tax on paper levied indirectly ; but there is no duty laid
on r)aper not,printed except the ad valorem duty of twelve
pence on every twenty shillings’ worth, levied on all goods
not mentioned in the act or in the Book of Rates.
The next step was to re-enact and extend the legislation
of tlie Long Parliament as to shipping. The first act on
the subject passed after the Restoration is the 12 Charles
1889.]
The Navigation Laws.
165
II., chap. 18, and is commonly referred to as the First
Navigation Act, though in reality it was the successor of
many Navigation Acts. The preamble states its object to
be ” t h e increase of shipping and encouragement of the
Navigation of this nation, wherein under the good Providence and Protection of God, the wealth, safety and
strength of this Kingdom is so rnuch concerned.” The first
section provides that no goods shall be imported into England from the Plantations but in English ships or in ships
built and owned in such Plantations—the master and threequarters of the crew to be English. Section 18 should be
read in connection with this. By it certain goods enumerated in the act itself, and herice called “enumerated
goods,” must be brought direct to England, Ireland, Wales,
or Berwick-upon-Tweed, from the colonial shipping port.
These “enumerated goods” Were “sugars, tobacco, cottonwool, indigo and fustica, of the growth, production or
manufacture of any British Plantation in America, Asia
or Africa.” The effect of these two sections of the act was
to confine the trade in colonial staples to England. The
colonies, however, were still at liberty to import European
goods direct from Europe subject, of course, to the duties
levied by the act of 12 Charles II., chap. 4. The second
section provided that no aliens should be merchants or
factors in the Plantations, and the sixth section closed
the coasting trade of the empire to foreigners. The sections numbered three, four and five were virtual repetitions
of the Ordinance of 1651, and confined the trade from
known places in Asia, Africa and America to English
vessels navigated by Englishmen, and, as in the ordinance,
European goods could be brought only in English vessels
or vessels of the producing country, and then only from the
usual places of shipment. Both these acts were confirmed’
by. the first regularly summoned parliament after, the
Eestoration.^
1 The confirming act is 13 Charles IX., Chap. 14.
166
American Antiquarian Society.
[Oct.
In the 12 Charles II., chap. 18, the phrases “English
built ships” and ” English mariners ” frequently occur. It
soon became necessary to define both these terms. This
was ¿lone by an explanatory act,’ as follows : ” No foreignbuilt ships—that is to say—not built in any of his Majesty’s
Dominions of Asia, Africa or America * * * shall enjoy
the privilege of ships belonging to England or Ireland.” As
to the crew, the statute continues ” i t is to be understood
any of his Majesty’s subjects of England, Ireland and his
Plantations are to be accounted English.” This act therefore plainly and in so man}” words admitted colonial ships
and colonists to the privileges and benefits of the Navigation Laws at that time in force. So far as my knowledge
of the statutes extends this act was never repealed, nor was
any other interpretation given to the words “English
builti” and ” English subjects” in any subsequent act.
It should be noted, however, that the vessel in order to
come under the act must be actually built in England, Ireland’, Wales, Berwick-on-Tweed, or the Plantations. English or colonial ownership alone was not sufficient. At the
time this distinction does not seem to have been clearly
understood by ship owners or customs officials. In fact, as
there were then no adequate registry laws, it must have been
difficult to enforce any such regulation. The supply of
Eng ish-built ships must have been entirely unequal to the
demmd for many years. At all events, for years not only
coloiial but foreign built vessels of English ownership were
employed in the trade of the English Empire. In 1685-6
this practice was given a death-blow by the levying a discriminating duty of five pounds per ton for each voyage to
England made by such English owned, foreign built ships.^
Such vessels seem to have been still tolerated in the colonial
and Irish trade.
From this rapid survey, I am inclined to think that, as
113 and 14 Cliiii-lcs IT., Chap. 11, ^^ IV.
lames Í I., Chap. 28.
1889.]
•
The Navigation Laws.
167
ñir as the colonial shipping interests were concerned, the
Navigation Laws, were a positive advantage.
Colonial
shipbuilders, colonial shipowners, colonial shipmasters and
colonial seamen were given a share in the monopoly of the
carrying trade of the English Empire. The demand for
English built vessels must have been enormous in the years
between 1660 and the close of the century. Colonial shipbuilders were placed in a singularly fortunate position. At
all events the shipping and shipbuilding interests of the
New England and Middle Colonies flourished greatly during this period and later, even to 1760. From time to
time the course of colonial trade was further restricted.
But colonial vessels and mariners were allowed to participate in that trade on a footing of equality with the vessels
and mariners of England.
The act of 12 Charles II. permitted direct trade between
Europe and colonial ports in English vessels except in
” enumerated goods.” The profit of handling these goods
was given by the act to English brokers and mercíúints..
In 1663, the government decided to place the handling of the
whole colonial import trade in the hands of the merchants
of England also. One reason for this new restriction may
have been the impossibility of carrying out the Act of 12
Charles II. so long as foreign ships were allowed in the
colonies. The reasons given in the act itself well set forth
the commercial policy of the time, and are as follows ^ :—
“And in regard his Majesty’s Plantations beyond the
seas are inhabited and peopled by his subjects of this his
Kingdom of England ; for the maintaining a greater correspondence and kindness between them, and keeping them
in a greater dependence upon it, and rendering them yet
more beneficial and advantageous unto it * * * * * * and
it being the usage of other nations to keep their Plantation
trade to themselves.” The act is so important in the
Annals of the Colonial System that I give the principal
115 Charles ir.. Chap. 7, Section V.
168
American Antiquarian
Society.
[Oct.
ciarse in full : ” Section VL No comniodity of the growth,
production or manuñicture of Europe shall be imported
into any plantation belonging to his Majesty (Tangiers
only excepted) but what shall be bonafide and without
fraud, laden and shipped in England, Wales, or the town
of Berwick-upon-Tweed in English built shipping, whereof
the master and three-quarters of the crew are English, and’
whish shall be carried directly thence to said plantations.”
There were, however, some .exceptions. For instance.
salt for the. fisheries of New England and Newfoundland
might be imported directly from European ports to those
colonies in English vessels. This privilege was extended to
Pennsylvania in 1727′ and still later, in the next reign, to
New York ^ on the ground that New York had at one time
been a part of New England. Another exception was wine
produced in Madeira or the Western Islands, which might
be brought direct from those places in English built vessels.
The last exceptions mentioned in the act itself were serv.ants, horses and provisions ” of the growth or production ”
of Scotland or Ireland, which might be imported direct from
those countries in English built ships navigated according
to law. In addition, small quantities of lemons seem to
have been passed by the customs officials under the title of
ship’s stores. But I have found no authorization of this
exception. Of course in all this the.term ” English built”
and English subject must be interpreted according to the
act of 13 and 14 Charles II., so this act, sometimes spoken
of as the Second Navigation Act, hardly affected the ship• ping interests of the colonies.”
1 À GÓO. I., Chap. 5.
23 Geo. II., Chap. 12.
3 See, however, Lindsay, Merchant Shipping, II., 1S4, where ¡11 spealdng of the
15 dharles II., Chap. 7, the author makes the following statement: ” The iinequivoeal object of this clause was to secure to England, without, however, considering the interests of lier colonists, the whole carrying trade of the world,
Europe alone excepted.” It will be noticed Uiat the phrase used in the 15
Charles II., is ” English built shipping” manned by an ” English ” crew. The
word “English”‘iu each case tneluded the eolouist. In faet, English writers
of the modern economical school in endeavoring to throw odium on the commercial system of their fathers seem to have often overlooked important
statutes.
1889.]
•
The Navigation Laws.
169
According to this act European goods could not be imported by. way of Ireland. In’ 1607, the direct importation
of ” enumerated goods ” to Ireland from the colonies was
stopped.’ The trade in non-enumerated goods was still
permitted. But the customs officials do not seem to have
observed the distinction, as in 1731 it became necessary to
pass an act^ declaring in so many words that goods not
enumerated in any act of Parliament might be carried
direöt to Ireland from the colonies in English built vessels.
Ireland and Scotland were now on a footing of commercial
equality and so remained till the union of Scotland with
England in 1707. From that time Scottish merchants and
shipowners participated with English merchants in all the
benefits of the English imperial policy.
The Colonists seem to have paid little or no regard to
these various acts. Colonial vessels seem to have sailed to
whatever port seemed best to the owner or master, and there
was no way by which a vessel could be traced from port to
port. In 1682, an attempt was made to remedy this, and
colonial governors, who often acted as customs agents,
were required by law ^ to send lists of all vessels loading
enumerated goods in their colonies to the proper officials in
England. If such vessels did not appear at an English
port and there unload the ” enumerated goods” specified in
the …
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