Responsible government in the Dominions: Responsible government in the Dominions

Responsible government in the Dominions (Vol. 3)

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Multivolume work

Identifikator:: 1896933912

Document type:: Multivolume work

Author:: Keith, Arthur Berriedale http://d-nb.info/gnd/119086794

Title:: Responsible government in the Dominions

Place of publication:: Oxford

Publisher:: Clarendon Press

Year of publication:: 1912-

Collection:: Economics Books

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Volume

Identifikator:: 1896935311

URN:: urn:nbn:de:zbw-retromon-237672

Document type:: Volume

Author:: Keith, Arthur Berriedale http://d-nb.info/gnd/119086794

Title:: Responsible government in the Dominions

Volume count:: Vol. 3

Place of publication:: Oxford

Publisher:: Clarendon Pr.

Year of publication:: 1912

Scope:: XII Seiten, Seiten 1102-1670

Digitisation:: 2022

Collection:: Economics Books

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Document type:: Multivolume work

Structure type:: Chapter

Title:: Part V. Imperial control over Dominion administration and legislation

Collection:: Economics Books

1190 ADMINISTRATION AND LEGISLATION [PART V Moreover, Imperial validity may be accorded to Colonial sxaminations for certificates and marking of loadlines. There have been at various times conflicts between the Imperial Government and Colonial Governments as to merchant-shipping legislation. In Canada several Acts! have been amended to meet the views of the Imperial Government, and Acts of 1891and 1893,2 which dealt with loadlines, were never allowed to come into operation, as the Imperial Government were not satisfied that -the Canadian loadline was sufficiently satisfactorily marked as to justify the giving to it of Imperial validity. The Act still stands as part xv of the Canada Shipping Act (Rev. Stat., c. 113) of 1906, but is not in force until a proclamation is issued by the Governor-General, which could not be done without Imperial consent. Moreover, certain Colonial Acts in Australia have been questioned on this ground. But the first serious dispute between a Dominion Government and the Imperial Govern- ment arose in connexion with the New Zealand Act regarding shipping and seamen of 1903, which was reserved by the Governor and only assented to just before the period of two years in which assent is possible was expiring, on the under- standing that the questions raised would be decided by a sonference to be held in London? Similar questions presented themselves in connexion with the Navigation Bill of the Australian Commonwealth, which * e.g. one of 1878 regarding the space occupied by deck cargoes, repealing (under s. 547 of 17 & 18 Vict. c. 104) as regards all ships in Canadian waters, 5. 23 of the Imperial Act of 1876. It was re-enacted as 42 Vict. e. 24, restricted to vessels subject to Canadian law. Cf. Parl. Pap., H. L. 196, 1894, p. 3 ; Lefroy, Legislative Power in Canada, p. 642, note 1. As regards Canadian collision rules under 31 Vict. c. 58, see The Eliza Keith (1877), 3 Q. L. R. 143; The Hibernian, 4 P. C. 511, at pp. 516, 517. ' See c. 40 of 1891 and ec. 22 of 1893. * Parl. Pap., Cd. 2483 (1905). A South Australian Act (No. 454) of 1891 regarding the measurement of ships was never assented to (Parl. Pap., H. L. 196, 1894, p. 10; Commonwealth Parliamentary Debates, 1910, pp. 4415 seq.), nor a Western Australia Act, 1896, No. 25 (with a suspending clause), which purported to regulate the coasting trade (ibid., H. C, 184, 1906, p. 5).

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