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182 NAVIGATION LAWS determination of the longitude by the lunar method, the clock showing the Greenwich time is in the sky. Such observations are detached and disconnected. The navigator, if set down suddenly in the middle of the ocean, could de- termine his position as well as if he had pro- ceeded there gradually, and known it from day to day. -We have selected single and plain cases only ; but navigation, regarded as an art, is a copious and complex system of rules and practices, involving the use of numerous ta- bles. Bowditch's " American Navigator" is a large octavo of nearly 800 pages, containing over 50 tables. Raper's "British Standard Navigator" (edition of 1849), approved by the admiralty, numbers 900 pages and 74 tables. Navigation, regarded as a science, requires at the very least a knowledge of spherical trigo- nometry and algebra in the mathematics, and of the apparent motions and phenomena of 'the principal heavenly bodies in astronomy. In addition to the above named authorities, see Peirce's " Plane and Spherical Trigonome- try ;" Chauvenet's "Trigonometry " and " Man- ual of Astronomy;" Francceur's Astronomic pratique; Boitard and Ansard-Deusy's Navi- gation pratique ; Churchill's "Collection," in- troductory discourse ; Dr. Wilson's " Disserta- tion," in Robertson's " Elements ;" and Hum- boldt's " Cosmos." (See SHIP.) NAVIGATION LAWS, the name usually given to those enactments by which commercial states have endeavored to regulate the navigation which left or visited their ports, seeking al- ways to favor and promote the commerce of the state enacting them. Such laws have ex- isted in some form among all the maritime states of Europe for many centuries. The first systematic effort of this kind was probably that of Spain, about three centuries ago, to preserve the exclusive possession of her very profitable commerce with her American colo- nies. In England, so far back as 1379, in the reign of Richard II., a statute was passed pro- hibiting the king's subjects from importing or exporting merchandise except in English ships. After this time sundry enactments were passed for a similar purpose. But the navigation laws of England, so called, properly began in Crom- well's time. Then the long pending conflict between Holland and England for the suprem- acy of the seas came to a crisis. The contest continued after the restoration of Charles II. But the fatal blow was given to Holland, and the superiority of England made certain, not so much by her naval victories as by the navi- gation laws, which, originating in the sagacity of Cromwell, and receiving then the form they have preserved until recent times, secured to England, first, the building of all her ships and their navigation by English seamen ; next, the absolute monopoly of her colonial commerce ; and finally, her full share of the general carry- ing trade of the world. For these purposes it was provided that no ship should be deemed a British ship that was not wholly built within NAYY the dominions of Great Britain, and wholly owned by British subjects, and navigated by a British commander and a crew of which at _east three fourths were British subjects ; next, that only British ships should carry any mer- chandise from any port of the British empire to any other; and thirdly, that no goods which were the growth, product, or manufacture of Asia, Africa, or America, should be imported into any of the ports of Great Britain except in British ships, or in ships of the countries of which the goods were the production. The rigorous execution of these laws, and the con- sistent adherence to these principles, are sup- posed by many to have done more than any other one cause in giving to Great Britain her enormous commerce. In order to ascertain what were British ships, and secure the exe- cution of these laws, an admirable system of registry was adopted and remained in force in England during almost two centuries, with no substantial change. But in 1849 the principle of free trade was permitted to break down this monopoly to some extent. By the act of that year and the subsequent amendments it is enacted, first, that ships which are not of British build may become British ships by registry, if .wholly owned by British subjects; and next, that any ship may bring to the United Kingdom any merchandise, excepting, however, that the king or queen, by order in council, may interpose such changes, restric- tions, or prohibitions upon ships of any country as will put the ships of that country when in British ports on the same footing on which British ships stand in the ports of that country. This subject was one of the earliest to which the American congress, under the present con- stitution, turned its attention ; and in the win- ter of 1792-'3 acts were passed which were substantially the same as the English acts then in force, but, so far as they differ, may be considered as more rigorous. These stat- utes are still in force, having never been ma- terially altered. The maritime nations of con- tinental Europe have their own systems of navigation laws, but these are not in any case quite so stringent as those of England and the United States. During the years which im- mediately followed the adoption of the federal constitution, England and France being con- stantly at war, the United States had almost the whole carrying trade of the world ; and its vast profits laid the foundation of the wealth of the country, and built up its commercial marine with a rapidity unexampled in the history of the- world. NAVIGATORS' ISLANDS. See SAMOAN ISLANDS. NAVY, a collective term for the vessels of war belonging to a nation. The sea-going vessels of Phoenicia and Carthage, of Greece and Rome, were flat-bottomed barges or galleys, unable to live in a gale ; sea room in a squall was de- struction to them ; they crept along the coasts, casting anchor at night in some cove or creek. (See GALLEY.) To cross over from Greece to