p.1 Marine Stores - chain cables, anchor, coils English tarred cordage, oakum, pitch, rosin, Russia hemp rope. Craig & Watt, Kingston, Jan. 29th, 1845.
Steam Boat Transport, Lake Ontario,
For the Year 1845.
Sealed Tenders will be received at the Commissariat Office, Kingston, until noon, on Thursday, the 20th day of February, 1845, from any person or persons willing to enter into a Contract, or Contracts, agreeably to certain conditions, which may be seen on application at this Office, for the following Services:
For the Transport of Troops, persons attached to the Army, Baggage, Horses, and Government Stores, during the season of Navigation, of 1845:
From Kingston to Toronto, and vice versa, including the various Posts between these two Stations.
From Kingston to the Bay of Quinte, and vice versa, including the Posts between these two Stations.
From Kingston to Niagara direct, and vice versa.
Rates to be stated in Currency.
Unexceptionable Security, subject to the approval of the Senior Commissariat Officer, will be required, and the real Signatures of two responsible persons willing to enter into a Bond with the principal for the faithful performance of the Contract, must be given in the Tender.
Payment will be made in Mexican or United States Dollars at 5s. 1 d. Currency each, or by a Check on a Chartered Bank, at the option of the Senior Commissariat Officer.
Commissariat, Kingston, 20th January 1845.
REGISTRATION OF VESSELS.
It will be seen in our last publication (in the Parliamentary reports) that the Hon. Mr. Atty. Genl. Smith had introduced a Bill for the registration of titles in ships navigating the inland waters, and had also moved an address to Her Majesty, praying for the repeal of the 31st sect. of the Imperial Act, 3 and 4 Will. 4, cap. 59, and to extend the privileges of British ships to the vessels of this Province. This measure we regard with very different feelings from those expressed towards the Distillery and Auctioneer Bills. It is one which taken in connection with the Address, - for we observe by the 27th sect. of the Act, that it is to cease and determine when the Imperial Parliament takes the action called for in the Address - is pregnant with the greatest importance. The exception extended to the inland waters in the first place, must have originated in the circumstances of the country - circumstances which no longer exist, for we have now removed Nature's barriers between the lakes and the sea - and we have a large and valuable fleet on these lakes which require and loudly call for the same fostering care that our sea-going vessels enjoy. At present, it can be hardly said that there is property in inland shipping. If a cargo of wheat is damaged in coming down, as some of our merchants have found to their cost, it sometimes happens that there is great difficulty in finding out the owner of the vessel. In the event of collision there exists the same difficulty, and how the revenue manages in similar cases, we are at a loss to conceive, as it must be impossible to collect any of the numerous penalties that may be incurred by owners of vessels, and which may even exceed the value of the vessel. Not to speak of impossibility under these circumstances of raising money by mortgage on a vessel, it must be difficult to sell one, for how is a merchant to show that he is the owner of a vessel? The Bill provides that every vessel shall be measured, described, and the ownership of her registered; and when vessels are mortgaged the mortgage to be registered, - if sold, the transfer to be registered. These provisions are analogous to, and run in pretty much the same words as the English Act for registering vessels. The effect of the sequitur to this Bill, (the address before alluded to,) and which must be regarded as part and parcel of the measure, will be to increase our tonnage on the lakes to an immense extent. It is the valuable privilege of sea-going British ships that no vessels, other than British, can carry the products of other countries, than those to which they belong, into the British dominions. Now, when we consider, the amount of the products of China, the East and West Indies, and the continent of Europe, which are now brought and imported into this Province by American vessels - and that when these articles can only be brought and imported in our own vessels, who can foretell the extent of the stimulus that our shipping and commercial interests will receive from this measure, which appears strictly in harmony with the best and most modern British precedents?
In considering its probable bearings, we must remember that the great lakes, besides their importance as internal communications, will shortly be open to vessels of three hundred tons burthen from Montreal to Chicago and the utmost shores of Lake Michigan. We have not the returns before us, but it is our impression that the largest portion of the sea-going marine of Great Britain is under that tonnage. We know that nearly the whole of the Mediterranean and Baltic trade, and that with the Continental ports, is carried on in vessels of under three hundred tons, and no inconsiderable portion of that with the West Coast of South America, with the Brazils the Eastern States, and China. We cannot but regard the opening of our inland waters to a class of vessels competent to make their way to any part of the world as promising great results, for which it is time to prepare, by putting our own shipping, both as respects registration and British privileges, on a footing with British built. The chains of lakes, of which Quebec will be the Gibraltar and the locks of St. Catherines the Dardanelles, are the Mediterranean and Black Sea of a mightier and more productive continent than that of the old world. They offer a greater area of water, and from their convolutions and the magnitude of the rivers which discharge into them, a much greater extent of shore. They intersect territories of its various climates, and, when fully peopled, the productions will be as various as those of the older world. A brig clearing out from Liverpool will make her way to Quebec in very little more time, and perhaps less risk than to Trieste or Smyrna, and from Quebec to a port on Lake Erie or even on Lake Michigan much easier than from the Levant to Odessa. And even at Chicago there is still a vast expanse of waters to the north, which afford a line of navigation to which a parallel can only be imagined by supposing a deep water canal from the Black Sea to the Caspian, along which the shipping of Europe might voyage to Astrachan, and that again connected with a river rolling south a mightier volume than the Indus and the Ganges, into which commerce might pass, as that of England may now along the Illinois Canal into the Ohio and Mississippi.
It is impossible to imagine otherwise than that this change, namely, from a barge to a ship navigation, will not effect a great change both in the political and commercial relations of the Canadas and of the Western States. The latter will now be quite independent of the Central and Northern States of the Union, and, we suspect, will not long submit to its existing commercial system. It is therefore of the highest importance to favour the creation of a British commercial marine on our inland waters. At present there is not a single British steamer on Lake Champlain, and but one, we believe, on Lake Erie. A British policy will, we hope, soon effect a great change, by giving us our own carrying trade. We are advocating no war of restriction against American vessels but simply, now that these waters are coming within the system of oceanic navigation the putting our commerce here-on the same footing as on other waters, by the adoption of a system which, if it be good elsewhere, must be good there (sic).
The following is the preamble and abstract of the Bill -
Whereas it is expedient to secure the right of property in British Plantation Vessels, navigating the Inland Waters of this Province, and not registered under the Act of the Imperial Parliament, intended, "An Act for the registering of British Vessels," passed in the 3d and 4th years of the reign of His Majesty, William the Fourth, and to facilitate transfer of Vessels, and to prevent the fraudulent assignment of the property in such Vessels; - Be it therefore enacted, etc., That the Act shall commence upon the first day of April, one thousand eight hundred and forty-five, except when any other commencement is before particularly directed.
II Right of ownership in any such vessels to be registered. Form of certificate of ownership. Indorsement of shares, or proportion of ownership.
III Collectors of Customs required to make registry and grant certificates of ownership.
IV Certificates of ownership to be granted to vessels at the ports to which they belong.
V Books of registry of ownership to be kept by the Collector.
VI Declaration to be made and subscribed before certificate of ownership be granted. Form of declaration to be made and subscribed by owner of a ship or vessel receiving a certificate of ownership.
VII Vessels to be surveyed previous to certificate of ownership being granted. Owner or master to sign, if he concur in the description.
VIII Rule of admeasurement. 5 and 6 W. 4 c.56 6 and 7 Vict c.84
IX When master is changed, his name to be endorsed on certificate of ownership.
X Name of vessel for which certificate of ownership has been granted never after to be changed, and to be painted on the stern. Penalty for contravention.
XI Builder's certificate of particulars of ship or vessel. Declarations to be made thereto. Proviso.
XII When vessels are altered to a certain extent certificate of ownership to be granted de novo.
XIII Property in vessels to be transferred by bill of sale. Proviso. -Bill of sale not void by unimportant error in recital, etc.
XIV Property in vessels to be divided into sixty-four parts or shares. Declaration upon first registry to state the number of such shares held by each owner. Proviso. Proviso. Partners may hold vessels or shares without distinguishing the proportionate interest of each partner.
XV Not more than thirty two persons to be owners of any ship or vessel at one time. Proviso as to equitable title of parts, etc. Proviso. Joint stock companies. Trustees may apply for registry.
XVI Bills of sale not to be effectual until produced to the Collector and entered in the book of registry of ownership. Form of indorsement. Notice to Inspector General, etc.
XVII Entry of bill of sale to be valid, except in certain cases.
XVIII When a bill of sale has been entered for any shares, thirty days shall be allowed for indorsing the certificate of ownership before any other bill of sale for the same shall be entered. Nature of the priority intended in this Act. Proviso - in case the certificate be mislaid.
XIX Bill of sale may be produced after entry at other ports than those to which vessels belong, and transfer indorsed on certificates of ownership. Proviso.
XX If upon granting certificate of ownership de novo, any bill of sale shall not have been recorded, the same shall then be produced. Proviso.
XXI Upon changes of property, certificates of ownership de novo may be granted, if desired, although not required by this Act.
XXII Copies of declarations, etc. and of extracts from books of registry admitted in evidence.
XXIII Transfers by way of mortgage. Mortgager not to be deemed an owner.
XXIV Transfers of ships for security of debts being registered, rights of mortgagee not affected by any act of bankruptcy of mortgager, etc.
XXV Penalty on persons making false declaration or falsifying any document.
XXVI How penalties are to be recovered.
XXVII This act to cease when Imperial statutes regulating registration of British vessels are extended to the inland waters.
XXVIII Act may be altered this Session.
p.3 Notice - A Meeting of the Stockholders of the Steam-boats, Henry Gildersleeve, and Prince of Wales, will be held at the Office of the Subscriber, on Thursday the 20th instant, at 12 o'clock noon. Henry Gildersleeve, Agent Kingston, 14th February, 1845
PORT OF KINGSTON - Custom's Report for year by Thomas Kirkpatrick, Collector, listing articles imported, value, and duties.