Such was the belief of the great leader, Richard Cobden, and his brilliant colleagues. They were convinced that if British merchants were to carry on the commerce of Great Britain they must do so untrammelled as to where they bought or built their ships; they realized the fact that cheaper and better wooden sailing vessels--then the ocean cargo carriers of the world--were being built in the United States than could be constructed in Great Britain. (Indeed, as we shall presently see, the finest, largest, and fastest ships owned or chartered in Great Britain between the years 1850 and 1857, came from the shipyards of the United States.) They fully recognized the importance of the home ship-building industry, and did everything possible to encourage it, but they also perceived that ship-owning is of vastly more importance to a nation than ship-building, and that fleets of ships are not commerce but only the instruments with which commerce performs its work; likewise, that the nation owning the best and cheapest ships, no matter where or by whom built, must and will, other things being equal, do not only most of its own carrying trade, but also a considerable portion of that of other nations. These men were not willing any longer to sacrifice the carrying trade of their country in order that a few comparatively unimportant ship-builders, grown incompetent through long years of monopoly, might continue to thrive at the expense of the nation. No people excel the English in courage and resource in times of national trouble, and they had long before this fought battles for freedom--freedom of thought, freedom of speech, freedom of the press, freedom of the slave, freedom to worship God,--and now the final contest for freedom, the freedom of trade, had been bravely fought and won. The result, of course, was not immediate, as it required several years to recover from the evil effects of two centuries of Protection. The fruits of victories for freedom rarely ripen quickly, and in this instance the records show that the increase of British shipping for the year before the repeal of the Navigation Laws had been 393,955 tons, while during the year following there had been a decrease of 180,576 tons; also that foreign vessels 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 stout-hearted 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.