The Maritime History of the Great Lakes
British Whig (Kingston, ON), Aug. 8, 1882

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p.2 Another Shortage Question -

Gone To Toronto - yacht Emma sold to Mr. Cooper, of Toronto; list of accomplishments.



The tug Champion came in this morning with four barges.

The schr. Katie Eccles is loading ties and lumber for Oswego at the Queen street wharf.

The tug Conqueror left this morning for Oswego with the schrs. Harvey Bissell and A.L. Andrews in tow. Yesterday's account of the seizure of the tug was copied from the Express, of Oswego.

It is the intention of the owners of the Laprairie to send to Garden Island for wreckers and a powerful pump, in order to raise the steamer with as little delay as possible, as it is difficult to find a suitable steamboat to take her place.

The schr. Bolivia, Capt. Ben Chambers, overran 529 bushels of wheat on her last cargo from Chicago to Kingston. The Captain took the grain to Oswego and sold it for $1.65 a bushel, thereby realizing $555.45. Captain Chambers stands these little reverses with considerable fortitude.

The schr. Huron arrived yesterday from Detroit, with 18,000 bu. of wheat. Between head winds and calms the vessel had a slow trip. Severe weather was encountered on Lake Erie, but with Capt. McGrevy at the helm no danger was apprehended.

Vessel captains admire the fog horn on exhibition at Capt. Lewis', but they don't see $30 worth of fogs in it. With this horn and a captain blowing at the same time the crew would have a serious time of it. A wag advocates the location of the noisy concern in the cook's quarters, so that the females could be roused up early in the morning to get breakfast.

The Oswego Palladium says: Collector Warren, of Cape Vincent, was in the city on Saturday on business connected with the seizure of the tug Conqueror. Mr. Warren confirms Capt. Donnelly's statement that he took out a clearance at Kingston for Oswego by way of Cape Vincent, and that the clearance was taken up at the Cape and another given him for Kingston by way of Oswego. The last was a blunder on the part of the Cape Vincent officials, and Collector Lamoree reported the matter to the department and released the tug. After this business was settled Captain Donnelly was told there were two other charges pending against him. On the 3rd of May last the Conqueror cleared from Kingston for Charlotte with the schr. Riverside in tow. On arriving at Cape Vincent her clearance was taken up and another given her from the Cape to Charlotte. For this offence a fine of $157.19 was imposed. On his way to Charlotte Capt. Donnelly took the Riverside into Fairhaven and left her without reporting at the Custom House. This was reported to Collector Lamoree, but he was unable to catch the tug until Thursday. He fined Captain Donnelly $100 for not reporting. On Saturday afternoon the Captain raised $257.19, paid his fines, and left at night for Kingston. Mr. E.B. Powell has been retained on behalf of Captain Donnelly to present this case to the Department and endeavor to secure a remission of the first fine at least.


The Chicago Inter-Ocean, in speaking of bills of lading on grain to Kingston, presents some sensible views which we endorse, having recently given expression to the same ourselves. The paper says: "Under the present bill of lading a vessel billed as having (say) 20,000 bushels of wheat, must deliver 20,000 bushels, or the value of all short of that is taken out of what is to be paid her for carrying the cargo. The vessel loads in Chicago, Milwaukee, Detroit, Toledo, or any other port, and her hatches are battened down. At Kingston the hatches are opened for the first time since she sailed, and as a matter of course she delivers all the grain she got whether it be 20,000 bushels or more or less. If there are mistakes by the elevators in Chicago, Milwaukee, Detroit, Toledo, or Kingston, let it, in all justice, be a matter between the consignor and the consignee, or between the elevator, at the shipping and receiving ports. Make the bill of lading so that the vessel will not be held responsible. Good lawyers say that if a vessel master, after loading and battening down the hatches, will seal them, with officers and crew as witnesses, and have the seals first broken by the receiver, or his agents, at the port of destination, he (the vessel master) can refuse to pay for any alleged shortage, can throw the whole brunt of the question of shortage, or exact amount called for, upon the consignor and consignee, and they must look to the elevator proprietors to rectify any mistake that may have occurred or is alleged.

Efforts have often been made by vessel masters on the Buffalo route to secure bills of lading thus letting them out of responsibility of shortages, but to no avail. Vessels pay for one bushel shortage on each 1,000 bushels without complaint. This one bushel assessment is an outrage of itself. Why should the vessel have to pay for anything she does not get? But the shortages are generally much more than one bushel on the 1,000, and the vessel, under the present iron-clad bill of lading, must pay for whatever shortage is alleged.

Now, the Canadians are full of enterprise, and are doing everything they can to induce grain to take the St. Lawrence route. If this bill of lading can be changed on the St. Lawrence route vessels can afford to carry cargoes so much cheaper, and, if the freight charges are cheaper along the Canadian route than the Buffalo route grain will of course go that way. Let the Canadians investigate this bill of lading question and see what they can do about it.

p.4 District Dashes - Joseph Bradbear, of Deseronto, appointed Captain of str. Pilgrim.

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Aug. 8, 1882
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Rick Neilson
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Public domain: Copyright has expired according to the applicable Canadian or American laws. No restrictions on use.
Maritime History of the Great Lakes
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British Whig (Kingston, ON), Aug. 8, 1882