The Maritime History of the Great Lakes
British Whig (Kingston, ON), Aug. 14, 1882

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p.3 Yachting Cruises - Vixen, Island Chief, Lady Agnes.


The prop. Cuba passed down the river yesterday for Ogdensburg.

The schr. Samana was chartered in Chicago at 5 1/2 cents for Kingston.

The schr. Enterprise is loading ties for Charlotte at H.B. Rathbun & Son's wharf.

The prop. Nassau landed passengers and baggage from Toledo and went on to Ogdensburg.

The arrivals yesterday at Garden Island were: Schrs. Bismarck, from Bay City, oak, and Augusta, from Toledo, oak.

The schr. Jessie Scarth has cleared for Fairhaven, light; and the schr. Ariadne for Fairhaven with 250 tons of iron ore.

It is denied that the schr. Yankee Blade wet any of her cargo of wheat for Kingston. She went to Milwaukee for shelter.

The schr. O. Mowat, from Ogdensburg, came to the city last evening. She had taken a cargo of wheat there from Toronto.

The schr. Mary Grover is lying here with 112 tons of rails, loaded at Montreal for Toronto. The Captain wants a cargo for Charlotte.

The schr. Kate Eccles, from Oswego, with 178 tons of coal, and the schr. Olivia with 180 tons of coal, from Sodus Point, have arrived here.

The steamer Junita, from Clayton, delivered here on Saturday evening a party who will engage in piscatorial sport in this vicinity for a few days.

The only damage to the steam barge Kingsford, by her collision with the steam barge Saxon, was the breaking of one plank. The Kingsford is now in Oswego.

The Corsican, from Montreal; the Spartan, from Hamilton; the Magnet, from Charlotte; and the Edith Sewell, from Sackett's Harbor, called at Swift's wharf yesterday.

The Chicago Inter-Ocean on Saturday, after giving a few clippings from this paper on the shortage question adds: "The Whig is investigating the shortage complaints, and is bringing out the truth, no matter which side is hit. This is the proper spirit."

Taylor & Mathew, Engineers, are at present in the neighborhood of Perth, surveying the Tay canal route. Two locks will be required at Beveridge's Bay to overcome a fall of 26 feet, and several other improvements are needed. Tenders will be advertised for when the surveys are completed.

It is not often a couple of large vessels have such an opportunity of measuring speed as the propellers Armenia and Alma Munro. Both left Kingston harbour at the same time, and after keeping abreast of each other during the greater part of the way, rounded the buoy at the entrance to Toronto harbor yesterday "bow and bow."

The Chicago Inter-Ocean, after quoting our paragraph about grain in vessels coming out 1/4 to 1/2 bushel on the 1,000 bushels more here than at Chicago, says: "Yet vessels fall short. How can that be?" The answer is very simple. The vessels don't get all the grain the bill of lading calls for at the shipping ports.

The excursions under the direction of Rev. Mr. Stratton to the St. Lawrence camp ground have been largely attended. The str. Hero with a large number of passengers passed Kingston on Saturday at 5 o'clock p.m. The str. Norseman arrived up the river last night and left for Port Hope at 2 o'clock this morning. A number of passengers were left behind, having remained off the boat beyond the time allowed. They went home by the str. Hero this afternoon leaving at 3:30 o'clock. The meetings at the camp ground were very much enjoyed.

The repairs to the steam barge Adventure have been completed at the Marine Railway, on the ways at which place she has been for over three months. The barge has had a new frame, frame timbers on both sides, bilges, ceiling, part of keelson renewed, new bulkheads and bilge streaks outside. Lifting rods were put in order to strengthen her. The barge has been thoroughly fastened and caulked. The engine, too, has been repaired, a new shaft and new wheel being put in. She will class high and be used in the grain trade on the Rideau Canal and Bay of Quinte. Messrs. A. Gunn & Co. are her owners.

A Practice Needing Correction.

The Express says the overplus of a vessel, unloaded here of the cargo her bill of lading called for, was sold at Oswego for more than the profits on the entire trip came to. The Express continues: "This is all wrong. The grain belonged to some one, and manifestly it did not belong to the Captain.

The elevator that weighed the grain out, or the one that weighed the grain in, made a mistake of five hundred and fifty-five bushels, and will have to account for it sooner or later. It is difficult to make a wrong do the work of a right and have it succeed. Masters of vessels and owners of elevators are both alike interested, and should insist upon a change in the custom of trade in this respect."

Danger of Overloading.

The repetition of the statement that vessels are being too deeply loaded leads to the belief that there is need of a Plimsoll in Canada. Those who have frequently visited Montreal, and had occasion to familiarize themselves with the shipping, must have observed a circle within which was a cross upon the sides of the vessels. Mariners know well what such a mark means - that the vessel is not to take a cargo to put her lower than it in the water. The purpose is two-fold - 1) safety for the vessel, 2) safety for the crew, whose lives prior to the passage of the Plimsoll Act were often placed in jeopardy. When a vessel is overloaded her buoyancy is gone, she fails to ride through a storm as she should. When plunged under a sea, she 'fails to rise and shake herself," as an old coast guardsman observed in discussing the subject. "You will remember," he continued, "the declaration of the Chicago Inter-Ocean at the close of navigation in 1881, don't you?" It gave a summary of the year's disasters, and added that the majority of accidents had befallen vessels trading on the lakes and passing through the canals. Indications point to a bad fall, and I'm glad you have pointed out the dangers of overloading. Sensible men will be warned, but there are some who risk too much, who find a moral in nothing but their own fatalities."

Return Of The Active's Tow.

Yesterday afternoon at 5:30 o'clock the tug Active and schooners Glenora and John Gaskin arrived from Chicago. The tow had only been 28 hours in crossing the lake from Port Dalhousie. The round trip had been made in little over a month. After discharging the cargoes of corn and oats laden at Kingston for Milwaukee the tow left for Chicago, where both vessels were chartered to carry grain to Kingston at 5 1/2 cents. The Glenora took on 48,884 bushels, and the Gaskin 37,453 bushels. On Lakes Michigan and Erie rough weather was experienced, but the crafts acted remarkably well. The Glenora drew 12 feet four inches, and the Gaskin 11 feet 6 inches. As the Welland Canal was reached the Glenora was lightened, so that she drew but 11 feet 9 inches and carried but 41,000 bushels. The Gaskin carried her cargo through without breaking bulk. These are the largest cargoes that have so far passed through the Welland. The Glenora carried 6,000 bushels and the Gaskin 2,000 bushels through the canal more than the steam barge Business. The schooners sailed most of the way down the lakes and made excellent time. They will lighten to nine feet and then proceed to Montreal, where they will discharge the remainder of the cargo. The freight bill of the vessels will total about $5,000. The Company owning the vessels will give no details as to their profits, but they must be considerable. The trip demonstrates the fact that large tows will pay well on the route between Chicago and Montreal.

The Duty On Shortage.

Mr. W.R. Mingaye, late Collector of Customs at this port, is now in the city, and was questioned today by a Whig reporter upon the shortage question. There are two sides to the matter. He contends that duty on shortage must be paid unless it can be shown that the vessel did not take on the full cargo alleged by her bill of lading. The hatches are not sealed down and the vessel passes through a great deal of Canadian territory before arriving here. It would be an easy matter to dump out a little grain. If the Forwarding Companies would guarantee that the amount a vessel is short is not put in her, and inside a month, hand in a certificate to that effect from the shipping port, no duty would be demanded. Recently a vessel was 600 bushels deficient, a guarantee was given, and the shortage shown to have occurred in Chicago. No duty was demanded. If in this case a certificate could be secured why could not a certificate for 60 or 100 bushel shortage be likewise obtained? This is a new feature of the case and is certainly worthy of consideration. There is, Mr. Mingaye says, no desire on the part of the Customs' authorities to be officious or tyrannical, but they have a duty to perform. The Collector is placed in office to collect a revenue on all dutiable goods, and unless it can be shown that grain was never put in the vessel his duty is plain.

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Aug. 14, 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. 14, 1882