[146] This Bill was introduced by Sir J. D. Elphinstone and Mr. Laird. I opposed it on principle, as I felt that it was an unnecessary interference with the duty of shipowners; and that, if chain cables were to be tested by Government inspectors, we should be obliged to appoint inspectors to examine and report on every article of a ship’s equipment, thus as a matter of fact relieving shipowners from their responsibility to the public. Besides, by subjecting chain cables to an enormous and an unnecessary strain, the fibre of the iron was likely to be destroyed or rendered more brittle, and, hence, less to be depended on. All legislation in this direction should be narrowly watched, and the line carefully drawn, as, in too many instances, it is likely to do more harm than good. Indeed, I cannot too strongly impress upon the minds of persons who have to deal with such questions the impolicy of every measure which has for its object the performance by Government officials of duties belonging to the shipowner, as every such measure necessarily tends to relieve him from his responsibility to the public. [147] 25 & 26 Vict., chap. 63. This Act altered the law of 1854 by making the limit a sum dependent on the tonnage for 15_l._ per ton in case of damage for loss of life, and 8_l._ per ton for loss of goods. It was found that the law of 1854, by making the value of the ship and freight in all cases the limit of damages, gave a premium to bad, cheap, and ill-found ships, since the owner of the cheap ships could recover against the owner of the valuable ship up to a large limit, while the owner of the valuable ship could only recover against the other a very small amount. It also encouraged the conveyance of passengers in ships of an inferior description.