But before I do so, it is necessary, even at the risk of wearying my readers, that I should give the meaning which has been usually attached to “British ships,” especially as this has varied in different trades and, from time to time, in the same trade, and explain, in as condensed a manner as possible, the more important changes in the old Navigation Laws, not already noticed or sufficiently described. Originally, a “British ship” was held to be one owned by the people of England, Ireland, &c., or, if built in the Plantations, owned by the people thereof, being British subjects. In 1786, an Act was passed (26 Geo. III., c. 60), by which it was provided for the future that no ships should be entitled to the privilege of “British ships” but such as were British built as well as British owned and navigated; exceptions, however, being made in favour of foreign ships built before May, 1786, and belonging, at that date, to English owners. Ships of this class might engage in all such voyages as were previously open to British-owned ships though not necessarily of British build. From the time that these ships of 1786, or of older date, became worn out, the term “British ship” acquired the sense in which it was used, up to 1847, except as regards the coasting trade, for which this further provision was made, that no foreigner was permitted to serve in her as a seaman. It is also necessary to notice the effect of some clauses in the Act of 34 Geo. III., cap. 68, which provided that no ship, registered or required to be registered as a British ship, could import or export any articles whatsoever, unless duly navigated by British subjects. Thus a restriction, previously unknown, was placed on our export trade to foreign parts, and on the import from Europe of other articles than those enumerated in the Act of Navigation. On further examination of the Navigation Act, it will be seen that exceptions from its general rules occur in two instances (Levant and East India goods) in favour of certain imports in British-_built_ ships; while, in two other instances (Spanish and Portuguese colonial goods, bullion and prize goods), they were in favour of importations in British-_owned_ shipping. Lastly, provision was made in the 10th and 11th sections of the “Act for the Prevention of Frauds” (13 & 14 Car. II., cap. 2) with reference to the purchase of foreign-built ships, and for securing that such ships should be wholly owned by English persons, before they could avail themselves of the privileges conferred by the Act on such ships.