ctual condition? Certainly it is not our wisdom to
adopt any system that may be offered to us, without examination, and in
the blind hope that whatever changes our condition may improve it. It is
better that we should

"bear those ills we have,
Than fly to others that we know not of."

We are bound to see that there is a fitness and an aptitude in whatever
measures may be recommended to relieve the evils that afflict us; and
before we adopt a system that professes to make great alterations, it is
our duty to look carefully to each leading interest of the community,
and see how it may probably be affected by our proposed legislation.

And, in the first place, what is the condition of our commerce? Here we
must clearly perceive, that it is not enjoying that rich harvest which
fell to its fortune during the continuance of the European wars. It has
been greatly depressed, and limited to small profits. Still, it is
elastic and active, and seems capable of recovering itself in some
measure from its depression. The shipping interest, also, has suffered
severely, still more severely, probably, than commerce. If any thing
should strike us with astonishment, it is that the navigation of the
United States should be able to sustain itself. Without any government
protection whatever, it goes abroad to challenge competition with the
whole world; and, in spite of all obstacles, it has yet been able to
maintain eight hundred thousand tons in the employment of foreign trade.
How, Sir, do the ship-owners and navigators accomplish this? How is it
that they are able to meet, and in some measure overcome, universal
competition? It is not, Sir, by protection and bounties: but by
unwearied exertion, by extreme economy, by unshaken perseverance, by
that manly and resolute spirit which relies on itself to protect itself.
These causes alone enable American ships still to keep their element,
and show the flag of their country in distant seas. The rates of
insurance may teach us how thoroughly our ships are built, and how
skilfully and safely they are navigated. Risks are taken, as I learn,
from the United States to Liverpool, at one per cent; and from the
United States to Canton and back, as low as three per cent. But when we
look to the low rate of freight, and when we consider, also, that the
articles entering into the composition of a ship, with the exception of
wood, are dearer here than in other countries, we cannot but