The Maritime History of the Great Lakes
British Whig (Kingston, ON), Oct. 10, 1882

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Tett's barge is delivering 100 tons of phosphate at Richardson's.

The schr. Philo Bennett is loading barley at Eilbeck's, (7,000), and the White Oak 14,000 bushels of the same article at Richardson's.

The schrs. Fanny Campbell and Annie Falconer are loading iron ore for Fair Haven, and schr. William Elgin ore for Big Sodus. The schr. Edward Blake has sailed for Sodus with a cargo of ore.

The schr. Jessie H. Breck is unloading timber at Port Metcalfe. On her last trip to Ashtabula she had, in the current caused by a change of wind, the misfortune to fill with water and sink. Capt. Booth had to send to Detroit for a pump, and when on the vessel had to be taken to Cleveland and docked for repairs. The accident will go far towards consuming the profits of the season.

Yesterday the schr. Stampede left in tow of the tug Bronson for Prescott. Off Cedar Island the tug ran across the vessel's bow and carried away her head gear and bobstays. The accident created some little excitement on the schooner, and as a result of it the lines were thrown off. The vessel was anchored in the river until the Folger was sent for. The contract has been fulfilled at an expense of $60, some $30 more than the Bronson was to have received. The M.T. Co. are losers and the Wrecking Company gainers by the transaction.

p.3 Whats The News - yacht race from Sodus to Oswego - Ella beats Katie Gray and Cricket.

The Wolfe Island Squabble - Capt. McCormick has problems on str. Pierrepont.



Captain Scott's Opinion On The Disaster.

Capt. Scott, R.N., who conducted the enquiry into the cause of the prop. Asia disaster expresses amazement at the state of affairs disclosed. That river boats like the prop. Asia have so long been permitted to carry passengers upon the large lakes is to him a matter of amazement, as the dangers of navigation are almost as great as on the Atlantic. The present mode of constructing and loading lake steamboats is highly dangerous and improper. Deck houses insecurely fastened and heavy deck loads render lake steamboats unmanageable in a heavy sea, and the vessels, as a general rule, are too weakly built to stand the storms. The immediate cause of the loss of the prop. Asia, in Capt. Scott's opinion, was the force of the gale, which kept the vessel on her beam ends till she gradually filled with water and sank. The ports were doubtless driven in by the force of the sea long before the vessel sank. The Captain and officers of the prop. Asia, from all he learned, were capable men, but he considers that examinations and certificates of qualifications were just as necessary for Captains and mates of vessels engaged in the lake trade as for those of ocean steamships and sailing vessels. Inspectors of vessels have really very little power. While at Collingwood Captain Scott saw 150 persons embark for the north shore on the prop. Africa, a vessel licensed to carry only 40 passengers. The Inspector was powerless to prevent the vessel leaving, and the passengers, though warned of the danger were so anxious to reach their destination that they were prepared to run any amount of risk. The Buffalo vessels appeared to be more strongly built than those owned on the Canadian side. Lake vessels, like ocean vessels, require to carry their loads below decks for safety.

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Oct. 10, 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), Oct. 10, 1882