tem I have just described, follows not only a calculation of his gain, but an impulse of his nature." At that time there were several American ships that could have transported De Tocqueville from Boston to Canton and back in considerably less than two years, and doubtless their captains would have supplied him with something much better than brackish water to drink, besides convincing him that what he regarded as recklessness was in reality fine seamanship, and that he had been in no greater danger of shipwreck than on board a vessel of any other nationality, besides being a great deal more comfortable.
Some time before 1849, British sea-captains must have seen the American clipper ships in the ports of China; or perhaps an Indiaman in the lone southern ocean may have been lying almost becalmed on the long heaving swell, lurching and slatting the wind out of her baggy hemp sails, while her officers and crew watched an American clipper as she swept past, under a cloud of canvas, curling the foam along her keen, slender bow. But when these mariners returned home and related what they had seen, their yarns were doubtless greeted with a jolly, good-humored smile of British incredulity. With the Navigation Laws to protect them, British ship-owners cared little about American ships and their exploits.
These Navigation Laws, first enacted in 1651 by the Parliament of Cromwell, and affirmed by Charles II. soon after his restoration to the throne, were intended to check the increasing power of
