The Maritime History of the Great Lakes
Argus (Kingston, ON), May 8, 1846

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p.2 Yesterday the Steamer Lady of the Lake was unfortunate enough to break her piston-rod within a mile of Kingston, on her way up the Lake. The Otter and Island Queen went immediatelly to her assistance, and towed her into port, where she will probably have to remain for a day or two, in order to have her engine repaired.

A few days ago we chronicled the success of Captain Bowen and Captain Patterson in passing through the Long Sault Rapids. Today we have to chronicle another march in the improvement of the River navigation. On Tuesday the Steam-boat Highlander, Capt. Stearns, made the experiment of running to Lachine through the Coteau Rapids, the Cedars, and Cascades, hitherto considered impracticable, with safety, by boats of the size of the Highlander. Capt. Stearns was quite successful, however, and will probably be soon followed by the other two River mail boats, the Canada and Gildersleeve. The Highlander returned from Lachine by the Beauharnois Canal.

Bay of Quinte Steamboats.

To the Editor of the Argus.

Sir, - I noticed in your last number some remarks copied from the Belleville Intelligencer, on the subject of the running of the Steam-boats on the Bay of Quinte, disapproving of the present arrangement. From the tenor of the article I am inclined to think that the writer has not made himself thoroughly acquainted with the subject upon which he has entered. The Belleville Intelligencer cannot see the propriety of the boats lying at Picton during the night on their way up, and not doing the same on their way down. I will endeavour to explain; but in the first place I would ask, is it important, or is it any accommodation to the people of the Bay of Quinte that a direct line of Steam-boat communication be formed from Belleville, or the head of the Bay, to Montreal? If so, then it becomes necessary that the Bay Boats arrive in Kingston in time to meet the River Boats, which leave at 7 o'clock in the morning. Besides the advantage of meeting the River Boats, by arriving in the morning, it gives passengers who come to Kingston on business, the whole day to do it, and an opportunity of returning by the same boat in the evening. By the arrangement last year the Boats did not arrive at Kingston until between 11 and 12 o'clock in the day, and sometimes as late as one, and many of the passengers of not having time to transact their business and return by the same boat; whilst others, particularly the Belleville people, complained of lying at Picton during the night; and it must be admitted that such compliant was not without some cause; for travelling by Steam-boat the short distance of 50 or 60 miles, and stopping all night on the way, makes a long journey of it. But the Belleville Intelligencer disapproves of the arrangements altogether, and recommends a day boat, and gives, as a reason, that there are few people, if any, who go down the Bay that have not some business to transact at Kingston, on their way down. If the Intelligencer means to say that there are few, if any, merchants who go down the Bay on their way to Montreal but who have some business to transact at Kingston, I think those merchants will themselves say, that their business is mostly with the Banks. Now, even suppose the Boats to arrive as early as the Intelligencer recommends, say 5 o'clock in the afternoon, the Banks close at 3, the Mail Boats leave the next morning at 7, the Bank opens at 10; and the merchant to do a little Banking business is detained in Kingston at expense one whole day, a part of two days more, and two nights; whereas by arriving in the morning, should he have business at the Banks he is detained but one day and one night; if he has no business in Kingston he has an opportunity of going directly on.

Now let us take into consideration the interest and accommodation of the Farmer, and others on the Bay who have business in Kingston. Suppose the Boats to leave the Head of the Bay or River Trent, say at 7 o'clock in the morning, which is as early an hour as would be convenient for the people of those places, they could not (I might almost say let their speed be ever so great) make all the stops that would be necessary to give satisfaction, to discharge and take in freight on the way, and arrive in Kingston earlier than 6 o'clock in the afternoon. The Boat leaves at 7 the next morning, giving the Farmer who comes to market with his Flour or other produce, no opportunity to dispose of it, or suitable time for others who come to Kingston on business to transact it and return by the same boat; they, to return by Steam-boat, must stop in Kingston all that day, the following night, and until 7 o'clock the next morning, making a loss of three days time, to transact the same business that might be done in one, by arriving in the morning. Besides the loss of time, the expense of stopping in Kingston one whole day, a part of two days more, and two nights, must be some consideration to the Farmer, for let him be ever so economical, his expenses must, if he makes himself comfortable, swallow up the best part of a barrel of Flour. As the boats now run, the trip from Picton up and back is performed in the day time; and let the Boats leave Kingston at whatever hour they choose, to perform the trip in due time some part of the night is necessary. It is, I believe, and I think it ever has been, since Steam-boats have been established on the Bay, the anxious desire of the proprietors to give the greatest possible accommodation to the people living on the route. It is their interest to do so. The business for their boats is confined to the Bay; they have no foreign interest to consult; consequently the line that gives the greatest possible accommodation to the people of the Bay, does the most business, and is of course the most profitable to the owners. I admit that running most part of the distance between Kingston and Picton at night, is not so pleasant for those who travel for pleasure, and to see the country, as it would be were all the distance performed in the day time, particularly for ladies: but I hope and trust that as soon as the Steamer City of Kingston (formerly the Prince Edward) gets into operation, such arrangements will be made as will give general satisfaction.


Port of Kingston - Arrived.

May 5th - Schr. General Brock, Hamilton, 90 pcs. oak, Calvin, Cook & Co.

Schr. Wm. Penn, Stoney Creek, 89 pcs. oak, Calvin, Cook & Co.

Schr. Lord Seaton, Hamilton, 85 pcs. oak, Calvin, Cook & Co.

Str. Rochester, sundries.

Brig Matilda, Taylor, Port Credit, 3484 bbls. flour, McPherson & Co.; 201 do., Quebec Co.

Schr. Jessee Woods, Port Credit, 900 bbls. flour, Quebec Forwarding Company.

Str. Niagara, Rochester, sundries.

6th - Str. Prince of Wales, Belleville, 200 bbls. flour, 50 bbls. potash.

Schr. Britannia, Port Credit, 615 bbls. flour, J. Leslie & Co.

Schr. James Coleman, Hamilton, 2427 bbls. flour, 47 do. Pork, 6 do. ashes, McPherson & Crane.

Str. Lady of the Lake, Sackett's Harbor, sundries.

Str. Niagara, Ogdensburgh, sundries.

7th - Str. City of Toronto, 845 bbls. flour, 60 bbls. beef, Jones & Walker.

Schr. Enterprise, Sackett's Harbor, 1050 bush. corn, James Morton.

Schr. Telegraph, Hamilton, 955 bbls. flour, H. & S. Jones, and Jones & Walker.

Schr. Merchant Miller, St. Catharines, 514 bbls. flour; Jones and Walker; 701 do., H. & S. Jones, 201 bbls. pork, 2 bbls. potashes, McPherson & Crane.

Str. George Clinton, teas, sugars, tobaccos, etc., John Carruthers.

Str. Princess Royal, 910 bbls. flour, Jones & Walker.

Str. St. Lawrence, sundries.

Str. Canada, sundries.

Str. Lady of the Lake.

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May 8, 1846
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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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Argus (Kingston, ON), May 8, 1846