The Maritime History of the Great Lakes
Daily News (Kingston, ON), July 20, 1874

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p.2 One More Unfortunate - The str. Magnet while on her upward trip on Saturday, broke her beam between Clayton and Alexandria Bay, and was towed over to Kingston by the Lady Franklin. This is the same accident, it will be remembered, that caused the destruction of the Bavarian in the fall, but fortunately it went no further than the loss of the walking beam itself, otherwise it might have been attended with very serious consequences.

Marine Intelligence

Holcomb & Stewart's wharf - schr. City of Green Bay, from Chicago, with 23,200 bush. corn; tug Wren with barges Star No. 1, Star No. 2, Eagle, Linnet, Hawk and Robin.

James Swift & Co.'s wharf - prop. Argyle from Hamilton; str. Corsican from Montreal; prop. Persia from Montreal; prop. Lake Michigan from Montreal; America from Hamilton; str. Passport from Hamilton; Corinthian from Montreal.

Montreal Transportation Co. - schr. J.N. Foster, from Chicago, 21,500 bush. wheat; Light Guard, from Chicago, 18,933 bush. wheat; Victor, from Toledo, 6,911 bush. wheat; tug Active arrived with barges Corn Crib, Kingston, Royal Oak, Harvest, Portland and Dreadnought, light; tug Charlotte arrived with barges Dalhousie, St. Lawrence, Chicago and Energy, light.

Jones & Millar's wharf - Arrivals: prop. Argyle, from Milwaukee, with 5,509 bush. wheat; schr. Morning Light, from Toledo, with 13,800 bush. wheat; Departures: barge Odessa with 15,000 bush. wheat and corn; barge Cato, 10,000 bush. wheat for Montreal.

The Shortage Question - In consequence of numerous complaints of shortage recently made, and the charge that the blame rested with the Milwaukee elevators, the Milwaukee and St. Paul Railway Company called a Chicago expert to test the scales in their houses, and he reported them all right. A similar report had already been made by a Milwaukee expert. The correctness of the scales here being established the question now arises, who is to blame for the shortage complained of? It is not probable that a large corporation like the Milwaukee and St. Paul Railway Company would stoop to the practice of running cargoes of vessels short for the sake of gaining fifty to one hundred dollars from each. Neither is it to be supposed that Messrs. Angus Smith & Co. would do so. But the shortage nevertheless occurs, and the blame rests some where. We leave the matter to be decided by the shipping and receiving houses. [Milwaukee Wisconsin]

As was previously stated in these columns there is a certain vessel agent in this city who controls nearly all the grain in port, and, unless vessel owners pay him $1 for every 1,000 bushels as a bonus, they can get no cargoes in this city. On nearly every bushel of grain that left this port during the last month this toll has been exacted, and it is asserted that this vessel agent has cleared $10,000 during the last two months.

But not only are vessel-agents taking advantage of the hard-pressed vessel-men, but the elevator men also swindle them whenever they can to make up for the low rates they receive. Every day dispatches are received in this city that the cargoes taken out have fallen short from 50 to 150 bushels when unloaded at the point of destination. Yesterday a prominent vessel owner received a despatch from Port Colborne stating that the cargo of the schooner J. Bigler fell short 95 bushels. This vessel contained a cargo of 22,000 bushels of grain, which was taken on at Milwaukee, but when measured again at Port Colborne, contained but 21,905 bushels. The captain had to make up the deficiency, which amounted to $128.25. Besides this loss the vessel incurred a damage of $180 by being detained from the 2nd until the 8th before it could get to the elevator to have the cargo unloaded. No demurrage was allowed, and the captain settled the bill under protest. Although the elevator men in this city are bad enough, still those of Milwaukee deserve the palm of superiority in this matter, as those vessels that loaded at that city are by far the worst sufferers. The Milwaukee papers even admit that their elevators are rapidly acquiring an excellent reputation as scalpers of vessels. These stealings only occur in dull times, as elevators have to make up for low rates.

p.3 The Foam Disaster

Niagara, July 18th - At half past three this morning, the tug John S. Clarke proceeded to raise the Foam; she was found sunk in 30 feet of water three miles from the mouth of the river and successfully raised, when it was found that her bowsprit had broken off short, which caused the mast to fall. She went down stern foremost. A watch belonging to Robert Henderson was found stopped at twenty-five minutes past one. No bodies have been found. Tinning Bros. will proceed at once to drag the lake.

At five o'clock in the afternoon of Saturday the Foam was brought into this port in tow of the tug John S. Clarke. When it became known that she had arrived the greatest possible interest was manifested to the unfortunate craft the name of which will ever hereafter be associated with one of our most painful Lake disasters. She was anchored to the west end of the Club House, her masts, rigging, etc., were lying on a wharf hard by. The mast was broken, but this, no doubt, occurred when she was being raised. It struck us that the mast and rigging were altogether out of proportion to the size and capabilities of the yacht. Those engaged in the search for the bodies went over an area of three miles, but without success. We believe that nothing has as yet been done towards the identification of the clothing. All the vessels in port had their flags half-mast out of respect to those who were lost, and a visible doom was cast over all who viewed the unfortunate Foam. [Leader]

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July 20, 1874
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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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Daily News (Kingston, ON), July 20, 1874