It is unnecessary to enter into the details of the elaborate and curious tables[71] Mr. Richmond prepared to show that there were as many ships as formerly, and that their increase had kept pace with the population between 1816 and 1846. Having explained these tables, he then, in no very measured terms, charged Mr. Porter with “cushioning,” or covering up for an unfair comparison, the merchant navies of surrounding nations, and especially that of the United States. He accused that gentleman distinctly of giving unfairly all the ships engaged in the foreign, coasting, and colonial trade of England, in his return of British tonnage; while the ships of the United States, engaged in the foreign trade _only_, were given in that of the American tonnage. By these means, an attempt was made to prove that a large mass of tonnage of foreign nations was “cushioned” up, or kept out of sight of the English people, because it would alarm them, if they were to see such an immense tonnage of foreign vessels rising around them, “as the day would come when they would knock at our doors.” [Sidenote: Offers valuable details of ship-building.] Elaborate tables of the prices of articles used in ship-building, furnished by Mr. Richmond, on the authority of the most competent persons engaged in the respective branches of this trade, will be found in his evidence; and, here it may be desirable, as a record of facts, to give an extract from a communication from the principal agent of Lloyd’s, which Mr. Richmond read to the Committee, in reply to a query with reference to the cost of new first-class ships, as it appears that sales were effected at the prices therein named.[72] The price per ton declined 1_l._ per ton, according to the years for which the vessel was classed; and according to the North Country Club Rules, 3_l._ 10_s._ per ton may be added to these prices for a Baltic outfit—that is, for a ship when ready for a Baltic voyage. As a corollary to these prices, which were, indeed, much lower than the London rates (bad as well as good ships being built in Sunderland), a list was given of the shipbuilders who had failed in Sunderland within the short period from 1841 down to 1847. The list comprised no less than 40 names—a melancholy catalogue—many of them were men whose fathers and grandfathers had moved in good circles: yet these men had all failed owing to the depression of business then prevalent. [Sidenote: Is prepared to go all lengths in favour of Protection.]