ing the year following there had been a decrease of 180,576 tons; also that foreign yessels arriving from foreign ports increased from 75,278 tons to 364,587 tons in these years. It was therefore natural that there should be a feeling of despondency throughout Great Britain among those who had opposed the repeal, for they thought that their fears were being realized, and that the over-sea carrying trade, which they had regarded as their own, was being taken from them. In this hour of gloom the stouthearted ship-owners of London and Liverpool resolved that England should again become Mistress of the Sea, and so competition, the stimulus needed to rouse their latent abilities, was the instrument of their salvation.
The first American ship to carry a cargo of tea from China to England after the repeal of the Navigation Laws was the clipper Oriental, of 1003 tons, built for A. A. Low & Brother in 1849, by Jacob Bell, who continued in the ship-building business after the firm of Brown & Bell was dissolved in 1848. This ship's length was 185 feet, breadth 36 feet, depth 21 feet. She sailed from New York on her first voyage, commanded by Captain N. B. Palmer, September 14, 1849, and arrived at Hong-kong by the Eastern passages in 109 days. She discharged, took on board a full cargo of tea for New York, sailed January 30, 1850, and arrived April 21st, 81 days' passage. This was Captain Palmer's last command, though he lived many years, as we have seen, to enjoy the fruits of his toil upon the sea.
The Oriental sailed on her second voyage from New York for China, May 19, 1850, under the com-
