k FIFTY YEARS ON THE iSSISSIPPI: OR, GOULB'S HISTORY OF RIVER NAVIGATION. CONTAINING A HISTOHY OF THE INTRODUCTION OF STEAM AS A PROPELLING POWER ON OCEAN, LAKES AND RIVERS — THE FIRST STEAMBOATS ON THE HUDSON, THE DELAWARE, AND THE OHIO RIVERS — NAVIGATION OF WESTERN RIVERS BEFORE THE INTRODUCTION OF STEAM — CHAR- ACTER OF THE EARLY NAVIGATORS — DESCRIPTION OF FIRST STEAMBOATS— STEAMBOAT NEW ORLEANS IN 1811, AND SIXTY CONSECUTIVE BOATS, WHEN AND WHERE BUILT — THEIR EFFECT UPON THE SETTLEMENT OF THE VALLEY OF THE MISSISSIPPI— CHARACTER AND SPEED OF BOATS AT DIFFERENT PERIODS — APPROPRIA- TIONS BY CONGRESS FOR THE IMPROVEMENT OF WESTERN WATER WAYS — FLOODS IN THE MISSISSIPPI VALLEY FOR 160 YEARS — MISSISSIPPI RIVER COM- MISSION AND ITS WORK. RapU Increase and Decline of RiYcr Transportation. CAUSES OF THE DECLINE— DESTRUCTION OF STEAMBOATS ON WESTERU WATERS — BIOGRAPHIES OF PROMINENT STEAMBOATMEN — ILLUSTRATED BY PHOTOGRAPHS AND CUTS OF STEAMBOATS AT DIFFERENT PERIODS. By K . W . a O U L D 750 PAGES. ELEGANTLY BOUND. JUL 151889, SAINT LOUIS: NIXON-JONES PRINTING CO. 1889. A Entered according to Act of Congress, in the year 188Vt, liy E. W. GOULD, In the otMcc of the Librarian of Congress, at Wasliington. T DEDICATION O THE MEMORY OK riU)SK, WHO. AFTER STRUGGLING FOR YEARS TO OVERCOME THE EMBARRASSMENTS AND DANGERS INCIDENT IN THE LIFE OF A BOATMAN, HAVE BEEN WRECKED ON THE SHOALS OF TIME, AND WAFTED INTO A HAVEN OF REST ON THE SHORES OF THE BEAUTIFUL RIVER, WHERE THEY AWAIT THE ARRIVAL OF THEIR FRIENDS AND COTEMPORARIES, WHO ARE STILL CON- TENDING WITH THE ADVERSITIES OF THIS LIFE before crossing the river that ferries but one way, this work is dedicated. The Author. (iii) PREFACE In compiling the following pages, the author is largely indebted to individual friends, newspapers, periodicals and historical works. Notably J. W. Barker, H. H. Devinney, D. F. Barker, of Cincinnati; J. W. Bryant, of New Orleans Times- Democrat ; James Kerr, New Orleans Daily States; Austin R. Moore, Thomas H. Griffith, Joseph LaBarge, of St. Louis ; Missouri Gazette, 1808, its successors, Missouri Republican and the St. Louis Republic; Louisiana Gazette, 1812 ; Memphis Ava- lanche; Louisville Courier- Journal; Cincinnati Commercial- Gazette; Cincinnati Enquirer; Pittsburgh Dispatch; Hall's West; Internal Commerce of the United States, by Wm. F. Switzler ; Mark Twain's Life on the Mississippi; Commodore Preble's History of Steam Navigation; Floyd's Steamboat Directory ; St. Louis iScrap-Book ; Sharf's History of St. Louis; Niles' Register ; Potter's American Monthly ; Columbia Magazine, and libraries in Washington, New York, Cincinnati, and St. Louis — also to Mr. T. Kytka, the artist who has furnished the illustrations, among which will be seen some fine pe7i, and ink sketches from portraits. Cv) I N E) K X CHAPTER I. PAGES. Introductory roinarks 1 CHAPTER II. The various modes of early river navigation — Broadliorns on the Ohio — Time of keel-boats and barges from New Orleans to Falls of the Ohio — Pirogues on the Missouri — Lead mines at Galena opened — Steamboat Virginia the first to ascend the Upper Mississippi — First use of steamboats in towing keel- boats — Robert tulton not the inventor of steamboats — John Fitch on the Delawareriver — Barnwell R. Grant — First vessel ever moved by steam — Fitch's second steamboat — His description — Her |)erformance — Sixth steamboat by Samuel Moroy — A screw iiropellcr — Eleven steamboats previous to 1807 2-6 CHAPTER III. Robert Fulton builds the twelfth boat — Clermont on the Hudson River — Fnlton's skill — Clermont rebuilt — Her trip to Albany — Cut of the Clermont — First steamboat race — Car of Commerce — Fulton's second boat — Other boats for Long Island Sound and the Ohio and Mississippi Rivers by Fulton 7-10 CHAPTER IV. Missouri Gazette, 180S — Trip of steamboat from New York to Albany — Ful- ton's letters to the " American Citisen" to his friend Joel Barlow — Account of his steamboat trip to Albany — Effect on the natives in seeing the Clermont the first time — Fulton's death in 1815 — Steamboat in Spain in 1543 — Watt. Fitch, Evans, Stephens, Morey, Rumsey and others antedate Fulton 11-15 CHAPTER V. John Fitch an American — His patent — Fulton's first experimental boat at Paris, France — Fitch's explanation of his machinery — His visit to France — Failure of his boats and his hopes — His death and burial — James Rumsey's boat on the Potomac — Second steamboat in the world — John Fitch's will and grave 15-20 CHAPTER VI. Robert Fulton — His father a native of Ireland— His place of nativity — His genius as an artist — His visit to England in 1793 — His residence in France — His experiments on the Seine — Bonaparte entertains his proposition to con- struct torpedo boats — His return to America — His first patent— Fulton and Livingston's exclusive right to navigate steam vessels — Injunction of the Supreme Court — First steam ferry-boats — Floating batteries — Pulton the first engineer — Samuel J. Morey's steamboat on the Delaware 21-27 CHAPTER VII. Discovery of the Upper Mississippi — Father Hennepin in 1C80 — His voyage from Canada — His descent down the Illinois River — Indian name for Missis- sippi — The river described — Buccaneers infest the mouths of rivers — Cotton- wood Creek and Grand Tower general rendezvous — Beausoliel, the merchant, and the freebooters — Barge transportation on the Mississippi and Ohio — First mall route across the AUeghanys 28-31 CHAPTER VIII. Mail-boats on the Ohio River — Indians attack mail-boats — Description of fight 32-38 (vii) Vlll INDEX. CHAPTER IX. PAGES. First vessel to enter the Mississippi from tlie sea — M. rt'Iberville's arrival at Natchez — His return to Biloxi — First fort on the Mississippi — The English Tnrn — La Salle at Bayou Goulas in 16:^5 — First boat built on the Mississippi in 1541 — Death of L)e Suto, 154-2 — William Longstreet antedates Robert Fulton seven years on the Savannah River — St. Paul's ship — Gath in the " Cincinnati Enquirer" — Noah's ark — Egyptian mode of transport ing grain — Phoenician galleys — River Nile and its canals — 700,000 boatmen employed — Lighthouse on the Nile — Egyptian sailing vessels 420 feet long — '280 years B. 0. steam used at Alexandria — A. D. 540 steam apparatus constructed — Application of steam at different periods — Different inventors — First steam vessel across the Atlantic. 39^1 CHAPTER X. Ohio River— Col. Plug — Mike Fink, and others — Ben. Cassaday's history of Louisville — Barge men, their occupation — Audubon, the celebrated orni- thologist 41-44 CHAPTER XI. The boat-wreckers on the Ohio — Col. Fluger, of New Hampshire, known as Col. Plug — A famous freebooter — A duel — Many flat-boats robbed and boat- men killed — Headquarters mouth of Cash — Col. Plug's death — Mike Fink, the famous outlaw — Indian spy — Became a flat-boatman and a terror to all — His habits and peculiarities 45-50 CHAPTER XII. Another story of Mike — His adventure with Carpenter and Tolbert in 1822 — Joins Henry and Ashley's company of Missouri trappers — Trip to the Yellow- stone — Mike and Carpenter's quarrel — Carpenter killed by Mike — Mike killed by Tolbert — Mike's account of himself. . . 50-52 CHAPTER Xlir. Boatmen described — Early navigators — First keel-boat on the Missouri- Kentucky flat-boats — Trial at Pittsburgh for sinking one yellow-bellied catfish... 53-.56 CHAPTER XIV. Danger to early boatmen from Indians and pirates — Crow's Nest, or Stock Island, a notorious resort — Many flat-boats and their crews sacrificed there — Their extermination in 1809 by mob law 57-59 CHAPTER XV. Annual exports from the Mississippi in 1802 — Advertisements of that date — Bill of lading from Kaskaskia in 1741 — Advertisements in Missouri Gazette in 1809 60-61 CHAPTER XVI. Hall's West — Published at Cincinnati in 1848 —Bark canoes — From the Gulf of Mexico to Falls of St. Anthony — Washington's first view of the Ohio — Indian attacks on early settlers, encouraged by British influence — Effect of steam navi- gation — Steamboat Washington —Trip to New Orleans and return in 45 days 62-67 CHAPTER XVII. Commerce in 1812 — Carried on 20 barges from Cincinnati to New Orleans and 150 keel-boats to Pittsburgh — Caravans from St. Louis to Santa Fe— Banking capital in the West — The name of Fulton to be cherished as Washington's —In 1776, Gibson and Linn — Trip from Pittsburgh to New Orleans and return for mil- itary stores — Introduction of flat-boats — McKenney's tour to the lakes— The bark canoe and the manner of its construction 67-76 CHAPTER XVIII. First passenger boats from Cincinnati to Pittsburgh —Time and regulations- Bill in Congress for transportation of mails on horseback from the East to the West- James Rumsey's steamboat in 1782 — Anecdote of Robert Fulton 77-81 INDEX. IX CHAPTER XIX. PAGES. The " Navigator" published in Pittsburgh in 1811 — Roosevelt, Fulton and Liv- ingston at Pittsburgh — Trip of the New Orleans described by Latrobe, a passen- ger a part of the way — The New Madrid earthquake— Mrs . Roosevelt's description of the closing days of that memorable trip 81-89 CHAPTER XX, Letters to Gales & Seaton of the National Intelligencer in 1814— Steamboat Vesuvius, leaves Pittsburgh, one hour and thirty seconds going to Middletown.. 89-9'2 CHAPTER XXI. Steamboat Buffalo launched — Steamboats Enterprise and Vesuvius — Time from Pittsburgh — First tow-boat — Turnpike from Cumberland —Earl of Liver- pool — Freight from New Orleans — Arrival of the Enterprist at Brownsville 93-94 CHAPTER XXII. Falls' pilot— McMurlry sketches of Louisville — Increase of commerce — Capt. Shreve — Cut of the Washington — Suit by Fulton and Livingston against Shreve 95-98 CHAPTER XXIII. Expense of steamer New Orleans— Annual profits — Value of the boat— First sea vessel — Henry Clay speech in Congress — No such place as Pittsburgh— New Orleans launched — Her voyage to New Orleans — Her destruction in 1814 98-100 CHAPTER XXIV. "Comet," second steamboat — Vesuvius, third boat— Capt. .John DcHart — The Enterprise, fourth boat — Zebulon M. Pike, sixth boat — The first to arrive at St. Louis — The Gnce«e's notice of the arrival — Her tonnage 36 tons measure- ment— Tenth boat, Washington, Capt. H. M. Shreve, 400 tons measurement- Two-decker- General Pike, thirty-lifthboat and first passenger boat— Indepen- dence first boat to ascend Missouri river— Western Engineer — Trip to the Yellowstone, 1819 — Major Long and corps of Government officers — Steamboats from one to sixty inclusive -Numerous histories 101-110 CHAPTER XXV. Notice of death of Capt. Shreve —His engagement at battle of New Orleans — Steamboat Franklin from New Orleans, thirty -two days, in 1818— List of boats in that trade — 3/isso«ri (7a,re«c — Maid of Orleans at St. Louis from Philadelr>hia, 1819 — First steam vessel at New Orleans from sea — Arrival of the Franklin at Boonslick — Log book of the steamer St. Louis from New Orleans, twenty-eight days— The Virginia at Fort Snelling, 1823 —First excursion trip at St. Louis. . . 111-116 CHAPTER XXVI. "Hall's West," published at Cincinnati 1848 — Cost of steamboats— Duration — Expense of navigating them in 1829 — Number of boats in various trades— Cost of transportation from the East to Pittsburgh — List of casualties from 1831 to 1833 — Imposition practiced upon travelers— Burning boats — Cost and tonnage of flat-boats in 1832 — More people killed by lightning than by steam — Loss on Ohio and Mississippi by snags from 1822 to 1827, $1,362,500 117-125 ICHAPTER XXVII. Cost of wagon -load of dry goods — Number of steamboats in 1842 — Valuation — Employes — Number of steamboats in 1834 — Luxury of steamboat traveling — Two millions of passengers per annum — Comments of New York Courier and Ew^wirer— St. Louis settled in 1763 — Pierre Chouteau and other Frenchmen trading with Indians — First keel-boats on the Mississippi, 1751 — French Marines at Fort Chartres — Tonnage at St. Louis in 1844-1845-1846 — Daily arrivals of steamboats ., 126-133 CHAPTER XXVIII. Fulton's war steamer Demologus — Capt. David Porter — Dimensions of first war steamer — Three hundred cutlasses — Laid up at the navy yard in Brooklyn — .Afterwards exploded 134-137 INDEX. CHAPTER XXIX. FAQB8. Reminiscences of Manuel White — Keel-boating in 1800 — Population of New Orleans — The Natchez Trace — Early steamboat history — Capt. John De Hart — Steamer Vesuvius — $900 per day claimed — Congress awarded Fulton $76,000 — Lafltte, the pirate — Louisiana Gazette, iSH — Gov. Claiborn — Lafltte's fleet destroyed — His escape — Wharf register at New Orleans — Arrival of steam - boats from 1812 137-141 CHAPTER XXX. Embargo on navigation — Second embargo — Steamboat enterprise, 1814 — Capt. Shreve gives bond— Constitution seized — Arrival of steamboat Washington — Third attempt to place embargo on the Mississippi — Memminger — Secretary of Confederate treasury — Custom House at Norfolk, on the Mississippi — Require- ments of the officer — Contraband goods — Clearances — A case in point — Steamer Empress at Fort Wright — Confiscation of Chicago sugar 142-148 CHAPTER XXXI. Walt and Bolton — Low-pressure engines — Boats built at Brownsville — Washington built by Capt. Shreve — First steamboat — Louisiana Gazette, ISIO — Oliver Evans on the steam engine — His description — His prediction in 1794 149-152 CHAPTER XXXII. Steamer Western Engineer — Consternation of the Indians — Hamlet's speech — Longest steamboat on the Mississippi— Her arrival at St. Louis in 1841 — A mam- moth steamboat — Steamboat United States — liuilt 1819 — Watt and Bolton's low-pressure engine — Steamboat enterprise, 1814 — Pressed into service by Gen. Jackson — Livingston and Fulton exclusive navigation to the Missis- sippi River — The Enterprise, a remarkable boat — Built by Capt. Shreve, 1817 — 500 barges — 1500 flat-boats — Steamboatarrivals at New Orleans in 1821 — Receipts of cotton, sugar and tobacco — Population of the city in 1822 — Building Fort St. Philip in 1700 — Second steambDat New Orleans — Steamer Vesuvius burned at Natchez — Walking 1,000 miles on the Natchez tracj — Aaron Burr's expedition in 1807 — Arrest of Col. Burr — Vessels of war anchored otf Natchez — N ew Madrid Earthquake 153-161 CHAPTER XXXIII. Floyd's Steamboat Directory — Western rivers — Earliest account of naviga- tion—Father Joliet, a Jesuitambassador — 300 years ago — Ferdinando De Sotj— The first discoverer— First vessel built — Purchase of Louisiana — Fulton & Livingston's ship-yard at Pittsburgh — The second steamboat— Capt. Shreve's steamboat Washington- First flue boilers by Capt. Shreve — W^ashiugton arrives at Louisville — Public dinner to Capt. Shreve — Trip from New Orleans to Louisville— AVashington attached at New Orleans — Hartupee & Wolt — Evan's safety valve — Mrs Koosevelt — First trip to New Orleans — Louisville canal opened — Steam engines, 1812 to 182(5- New Orleans 'Times -Bemoci-at — Capt. Jos. Swagar — Enterprise ascending the Falls, by cordell 1814 — Opposing the canal by citizens— Str. Manhattan from New York — Capt. Benedict and tlie Diana, 1830 — Growth and exportation of cotton — Bienville and cotton in jNlississippi, 1735 — Cotton-seed oil in 1799— Cotton gins in 1796at Natchez — Cotton-seed from Jamaica — Dr. Rusk Nutt 162-176 CHAPTER XXXIV. Kramer's navigator, 1812 — 22 children, one mother — 28 children, one father— Earl of Hillsborough, 1770 — His predictions— Six epochs — French and Spanish Dominion — Buffaloes at Baton Rouge in 1699 — Settlement of Lower Louisiana — First shipment on the Mississippi— Profitable adventure in skins and furs- 1705 — The French Western Co., under Crozat— Exportations — pjxports from New Orleans, 1795 — 20,000 volunteers to open the Mississippi — Petition from Kentucky to Congress, 1798 — President Jefferson settled the question by the purchase of Louisiana — Products of Louisiana, 1801-1S02 — Trade of the Mississippi — Freight passing Falls of Ohio, 1810 and 1811 176-195 CHAPTER XXXV. Steamboat New Orleans- Her cost — Expense of running— The Washington left New Orleans 1816 — The Vesuvius at battle of New Orleans — Fourth boat Enterprise — River traffic in 1814 196-200 / INDEX. XI CHAPTER XXXVI. PAGES. Emigration to Mississippi Vailey — Receipts of product- at New Orleans, 1816 — Increase of receipts in 16 years — Steamboat building — The first boat lost — Number of flat-boats — Use of pirogues — Arrivals at New Orleans, 1825 — Capt. Shreve and the snag-boats— Trade in New Orleans from 1813 to 1841 — Steamboat disasters — Rapid growth of New Orleans — Shipment of cotton — The flush time in river commerce — Boats in different trades in the South 20^-223 CHAPTER XXXVII. How levees arc built — Elfe<;t of floods — Crevasses — Condition of levees — Cost of levees 133-229 CHAPTER XXXVIIl. First steamboat company in New Orleans — First steamboat excursion from New Orleans — Steamer New Orleans' first trip to Natchez — First steamboats to Baton Rouge and Bayou Sara — New Orleans and Vlcksburg packets — Natchez and New Orleans — Packets in all Southern trades — Early navigation in Red River — Source of Red River — French expedition to Red River in 1714 230-23S CHAI'TER XXXIX. Old-time steamboats— Hattiirc aside for steamboat landing — Number of ar- rivals at New Orleans from 1812 to 1823 —Names of boats — Note from old-timer 239-241 CHAPTER XL. Oliver Evans — Steam coaches — First steam engine built in the West — First engine shop — William French built first high-pressure engine — Snag boats — Capt. Shreve and the Ued river raft —Cost .f311,000 to remove 241-244 CHAPTER XI.I. Floods on Ibe Mississipin and Ohio — First record in 1724— Fort Cliartres de- stroyed in 1777 — Highest water in the American bottom — High water years — Flood of 1881 — High water on the Upper Mississipjii- Efl'ects of the floods — Flood of 1844 and suc'ceeding years — Losses from overflow — Flood of 1884 — Cost of high water— High water In the Ohio river— Water ten feet deep in New Orleans 245-267 CHAPTER XLII. Murrel and his gang —Detailed account of their operations — Stealing negroes and selling them at different times — Mason, the celebrated highwayman — His band the terror of every trader in 1802 — p,000 reward offered for his capture — Killed by his own men 268-27 CHAFTEII XLIII. Tragic events in Ohio and Kentucky — Daniel Boone and Simou Kenton — Boone's first trip to Kentucky — Boone's return to North Carolina — Simon Ken- ton, alias Butler, captured by the Indians — Released by Girty, the desperado 275-279 CHAPTER XLI^^ Navigation of the Arkansas — Steamboat Buzzard — Steamboat Eagle — Chero- kee missionary established in 1822 280-281 CHAPTER XLV. First steamboat to ascend the Alleghany in 1830 — Reached Olean, 400 miles from Pittsburgh — Time employed in making the trip — First mail route over the Alleghanies — Time from Washington l,o Wheeling — Stage traveling on the national road — Pennsylvania canal opened. 282-284 XI] INDKX. CHAPTER XLVI. PA.6BS. De Soto, La Salle and Crozat in 1712 — Colossal stock company known as the Mississippi bubble — France crowded out of the Mississippi Valley in 17B3 — Regained by Napoleon I. — Dissatisfaction of Americans with French rule — Jef- ferson's purchase of the country — Rapid settlement of the valley — Inii)rovement of \\'estern waters — Decline of river commerce — Navigation between St. Louis and Cairo — River apjtropriations in 1870— Letter from E. \V. Gould— The jetties — Memphis Avalanche — .1 . B. PJads — Rivers and harbors — Senators Vest and Plumb on Missouri River Commission — ICtfect of deepening the waters between Cairo and St. Louis — Improvement of .Missouri river — Eight millions required — How to expend $800,000 285-308 CHAPTER XLVII. First river improvement, 1699, by Bienville —The French attempted it in 1726 — The Spanish cleared the Bayou Manchac and (.a Fourche — Capt. Shreve and the cut-offs — Shifting of the channel at the Passes— Different plans proposed — Eads's plan adopted — Contract with the Government — Description of the work done —Expenditures at the Passes from 1829 to 1781 — Expenditure each year on harbors in the valley — Missi8si))pi River Commission — Improvements by the State of Louisiana — Work by the State Board — Swamp lands donated —Money exi)ended different years — Anew policy adopted — Appropriations by the Span- ish and French governments — Commercial value of the river — Mr. Edmunde,of the Senate, on the Pacific Railroad — River and harbor expenditure from 1865 to 1882, for each State — Cut-off's from old-timer — 19 cut-offs since Red river cut-off in 1831 309-339 CHAPTER XLVIII. Improvements on the Upper Mississippi — First bridge at Rock Island; 1856 — Eiglit millions expended by the (iovernment up to 1889 — The writer's experience in 1838 from Fort Snelling in canoe 340-344 CHAPTER XLIX. Improvement of the Ohio River — Report of Col. W. Milner Roberts, Civil En- gineer, 1870 — Various plans considered — A combination recommended 345-318 CHAPTER L. The steam whistle — The calliope — Spalding & Rogers floating palace — l^'irst electric light at New Orleans on a steamer — The first steam freight hoister — First marine hospital tax 350-352 CHAPTER LI. Burning of the Martha Washington — Trial of Capt. Cuinmings and others — History of Capt. .John Cummings and Kassine 353-355 CHAPTER LII. Iron steam vessels — Where and when built — Iron boat yards — Licensed offi- cers — $500 fine for carrying passengers and freight without license 355-361 CHAPTER LIII. Tornado at Natchez, 1810 — Accounts in Floyd's Steamboat Directory— Steamboat Maid of Orleans — Steamboat Prairie partially wrecked — Steamer Hinds cap- sized, fifty-one dead bodies — Storm at New Orleans in 1888 — 175 loaded coal boats sunk — Cholera at St. Louis- Great steamboat fire in 1849 — Fifteen blocks of houses burned, twenty-three steamboats burned — Loss $10,000,000.. 361-366 f^CHAPTER LIV. Letter from Capt. D. F. Barker — His recollections of early steamboats on the Ohio — Ohio River steamboat organizations — Cincinnati and Louisville mail line — F''irst boats built at Pittsburgh — Pittsburgh and Cincinnati packet com- panies —Keel-boats — Capt. Samuel Mason — Pat, are you here?— Interesting letter from J. H. Barker — Steamboats and masters since 1830 — Letter from Capt. Henry H. Devinney — Present steamboat companies at Cincinnati ■. 367-383 INDEX. Xlll CHAPTER LV. PAGES. St. Louis and New Orleans Packet Company — Railroad line — St Louis and Tennessee — Arkansas — Red River — Ouachita Packet Companies — Atlantic and Mississippi steamsiiip company 383-389 CHAPTER LVI. Memphis Steamboat Organizations —Old steamboat men — Stealing a steam- boat — The largest cargo of cotton — Steamboat John Simonds — Memphis and St. Louis Packet Company— St. Louis Anchor Line 390-404 CHAPTER LVII. National Board of Steam Navigation — Its origin and purpose — The steamboat bill— Letter from E. \V. Gould — Its present status 405-415 CHAPTER LVIII. Missouri River I'acket Company —Miami Packet Company — Omaha Packet Company— The Lightning Line —Mountain boats and trade — Father DeSmet — Shooting McKenzie — Death of Clark — His murdernr 416-42(» CHAPTER LIX. Second Yellovrstone expedition — Battle of Little Big Horn — Death of Gen. Custer 427-430 CHAPTER LX. List of casualties — Dates and number of explosions for fifty years — Number of steamboats from 1811 to 1835 — Boats lost in the great ice gorge at St. Louis in 1865-66— Losses by explosions from 1816 to 1871 431-43S CHAPTER LXI. Explosion of steamboat Washington in 1816 — Explosion of steamer Constitu- tion in 1817 — Sinking of steamer Tennessee in 1823 — Explosion of steamer Teche in 1825— Explosion of the Grampus, 1828 — Explosion of the Helen McGregor, 1830 — Exjlosion of Rob Roy, 1836 — Explosion of Ben Franklin at Mobile, 1S36 — Explosion of tlie Dubuque, 1837 — Explo^^ion of the Lioness on Red river, 1833 — Explosion of the Black Hawk, 1837 — Lxplosion of the Moselle at Cincinnati, 1838 — Burning of the Ben Sherrod, 1837 — Burning of the Brandy- wine, 1832— Explosion of Oronoco, 1838 439-457 CHAPTER LXII. Burning of the Erie, 1841 — Collision of the steamboat Monmouth and the ship Tremont, 1837 — Sinking of the Shepherdess, 1844 — Explosion of the Anglo- Norman ... 458-464 CHAPTER LXIII. Sinking of the John L. Avery, 1854 —Burning of the Orline St. John at Mobile, 1850 — Explosion of the Clipper, 1843 — Explosion of the Louisiana, 1849 — Ex- plosion of the St. James, 1852 — Burning of the Georgia, ]a54 — Sinking of the steamboat Mechanic — Gen. Lafayette and suite on board — Sinking of the Belle Zane, 1845 — Explosion of the Glencoe, 1852 — Explosion of the Saluda, 1852 — Burning of the Bulletin No. Two, 1855 — Burning of three steamers at Mem- phis, 1855 — Burning of Martha Washington, 1852 465-482 , CHAPTER LXIV. Western River Improvement and Wrecking Co. — Capt. James B. Eads . . .. 483-488 XIV INDEX , CHAPTEE LXV. PAGES. Western river pilots — Mark Twain as a oiib pilot — His account of their im- portance 489^% CHAPTER LXVI. Pittsburgh coal trade, 1835 — Steamboat J. B. Williams — The largest tow of coal — Early development of coal — First use of coal in the West — Shipments of coal from Pittsburgh, 1869 — The cost of towing coal — The coal trade — The coke trade — Steamboats, tow-boats, Ijarges, flat-boats 497-508 CHAPTER LXVII. Beacon lights on Western rivers — Cost of each light — Criticisms of a pilot. . 500-512 CHAPTER LXVIII. Upper Mississippi Packet Companies — Keokuk Packet Co. — Boats engaged — Early boats and boatmen — Northern Line Packet Co. — Capt. William F. David- son — Northwest ITnion Packet Co. — Death of Caiit. McCune — Gray and Da- vidson — St. Louis & St. Paul Packet Co. — The Diamond Jo Line — The Eagle Packet Co. — Galena and Minnesota Packet Co. — Its organization, boats and officers 513-520 CHAPTER LXIX. Early steamboats on the Illinois River — Naples Packet Co. — The Five Day Line — Illinois River Packet Co 521-624 CHAPTER LXX. A fast age — A celebrated four-mile race between Eclipse and Henry in 1823 — Description of the race — The race of the Lee and the Natchez .526-531 CHAPTER LXXI. Description of the race and the time made between the steamers Diana and Baltic 532-536 CHAPTER LXXII. Description of fast boats — The years they ran — The time tliey made — The points between which they ran 537-539 CHAPTER LXXIII. Unprecedented speed — From the New Orleans Picayune, 1838 541-544 CHAPTER LXXIV. Mississippi Valley Transportation Co. — Its organization and otlicers — Barges vs. steamboats — Letter from E. W. Gould on barge transportation — Cheap transportation — Barge transportation on the Missouri River 544-558 CHAPTER LXXV. War record of steamboats — Confederate gun boats — Transport boats de- stroyed during the war — Steamer Empress attacked by Confederate gun- boats — Death of Capt. John MoUoy — His obituary — The Alice Dean destroyed — Account given by Gen. Johnston — Capt. James H. Pepper — River reminiscences from Capt. D. H. Handlan — Memorandum steamer John Walsh. .559-571 CHAPTER LXXVI. Steamboat vs. railroad — New methods to accomplish great result) — Letter to the Times- Democrat — Times for fast fine boats not past — Letter fr jm a clerk — Prediction lor better times — From the railway register — River transportation discussed — Three steamboats in the New Orleans and St. Louis trade 672-579 INDEX. XV CHAPTER LXXVII. PAGES. Causes of failure of steamboat success considered — The wharfage extortion — Letter to the editor of the Courier Journal — Mania for railroad building — Steamer Mollie Mollier at St. Paul — Assumption of Judge Davis 580-5',H) CHAPTEK LX XVIII. Low water traveling on the Ohio — Steamboat Daisy — Ludlow & Smith Theat- rical Co.'b trij) on the Ohio in 18:}8 — Among the company Mrs. Russel, Mrs. Farren, Miss Petre, De Bar, Farreu and many others — Steamer Mediator — Capt. Hercules Carroll — Trip of steamboat Knickerbocker from Cairo to Cin- cinnati in 1838 590-594 Biographical 595-727 Early Steamboat Book-keeping '. 729-731 Remarkable changes in a half century 732-747 Conclusion 478-749 GOULD'S HISTORY RIVER NAVIGATION. CHAPTEE T. INTRODUCTORY REMARKS. TN writing a history of navigation on the rivers of the Mis- -*• sissippi valley, it is so initmately connected with the set- tlement of the country, the character and habits of the early navigators — the modes of early transportation, the invention of steam — its application to navigation — the names and the peculiarities of its inventors and promoters, its effect upon the development of the valley, morally and physically, that to write intelligently of the one necessarily involves that of the others. Therefore all will be considered as nearly in chronological order as the nature of the various subjects will permit. While the writer can only speak from his own personal observations and experience from 1835 to the present time (1889), he has through the public records and the courtesy of friends secured reliable data sufficient to warrant an interest- ing book for the general reader and a valuable one as a book of reference to those more intimately connected with naviga- tion. It will not be necessary to remind those who are acquainted with the cares and duties of a practical boatman that but little time and less inclination to cultivate the faculty of booh making or book writing remains. Consequently this class of readers will expect but little be- yond the careful compilation of facts, collected from the im- 2 GOULD S HISTORY OF RIVER NAVIGATION. perfect accounts in the newspapers of the day, and the few books that have been preserved that refer to the history and the incidents which the author proposes to perpetuate in this condensed form. Those who would criticise the work for its errors or omis- sions, should remember how great the difficulty to collate facts and reliable data, extending through a period of seventy-five years, and over a sparsely settled country like that of the Valley of the Mississippi. But it is due to the memory of the pioneers of this great industry, and to those that succeeded them, as well as to the history of the country that a more condensed history of the important and interesting events should be written and it is hoped this brief and desultory review will fill a long neglected demand. With fourteen thousand miles of navigable rivers it w^U be interesting to note the various methods that have been adapted from time to time to navigate them, the character of the navi- gators and the effect the various modes of navigation has had on the development of the country since its discovery in 1492. CHAPTEE II. DIFFERENT MODES OF NAVIGATrON. IMMEDIATELY succeeding the universal canoe of the aborigines came the flat-boat, the pirogue, the mackanaw boat, the keel-boat, the barge, the horse-boat and last, but not least, the " broadhorn " or produce boat, used in floating the products of the Valley down the water-courses, and especially to New Orleans where they found egress to the markets of the world. So long as the current of the rivers could be made available, but little embarrassment was felt, as the demand was light and labor cheap. But when it became necessary to ascend the streams and overcome the strong currents various devices were resorted to. When it was not possible to use the sail, the cheapest of all motive power, sweeps, poles and cordells were always at hand. While the broadhorns from the Ohio and its tributaries were never returned from their destination, the principal supplies of the Valley were imported via New KEEL-BOAT AND PIROGUE NAVIGATION. 6 "Orleans in keel boats and bars^es with a capacit}' of some fifty to one hundred tons. A voyage from New Orleans to the Falls of the Ohio, the head of navigation at that period, often con- sumed four months. The fur trade on the Missouri river and its tributaries was xjarried on in a smaller craft known as a pirogue and the tnackanaw boat, and was navigated by a class of Canadiana princii)ally, known as " vo\'agers," whose habits and semi- civilizaiion adapted them particularly to that kind of life. These pirogues or boats were built at the trading houses, or forts at different points and loaded with furs and peltries and floated down the rivers on the spring floods. But compara- tively few of them were ever taken back. Although what supplies were required for the forts and the Indian trade was carried on these boats, and while they came down very rapidly, the whole navigable season was often consumed in making the round trip. The little commerce on the upper Mississippi was confined principally to supplying the miners in the Galena Lead Mines -and the Government forts, and in the transportation of the lead to St. Louis, and was carried by keel boats of about one Jiundred tons capacity. These mines were opened in 1826, and the shipments of lead increased rapidly, which called into use a large number of keel boats, and although the steamboat Virginia (the first boat that went above the Des Moines Rapids), arrived at Galena in 1823, it was several years before steamboats were employed in the transportation of lead, and then for a long time they were used for towing the keel boats, as the water on the rapids was too shoal to admit of its being carried on the kind of boats then in use. In order to fully appreciate the value of steamboat naviga- tion, as a prominent feature in the settlement of this Valley, it may be interesting to look a little into the history of the in- vention of steam and its ai)plicationto navigation. It has gen- erally been understood that Robert Fulton was the inventor and the prime mover in the introduction of steamjin navigation. So far as the waters of the Mississippi Valley are concerned, that is true. But as early as 178G John Fitch introduced a steamboat on the Delaware river at Philadelphia. Barnwell R. Grant in Potters American Monthly, Vol. IV., page 173, gives this account: — " The first steam vessel ever moved by steam in the United States (and there is reason to believe in the world) was a small skiff. The experiment was {made by John Fitch, assisted by Henry Voight, upon the Dela^ 4 GOULD S HISTORY OF RIVER NAVIGATION. ware river, at Philadelphia, about the 20th of July, 178()» These trials were made with a steam engine of three-inch cylin- der which moved a screw paddle — an endless chain having^ paddles fixed upon it, and placed on the sides of the boat; and they tested one or two other modes of propulsion. The skiff was moved by the power of steam, but not so swiftly as to satisfy the ho})es of the inventors. They changed the method of working by the employment of oars in the side of the skiff, which were moved by cranks and beams. This skiff was then propelled at the rate of seven miles per hour on the 27th of July, 17S6. " The second vessel ever moved by steam was forty-five feet FITCH'S FIRST SUCCESSFUL STEAMBOAT. Ions with twelve feet beam. The engine was a twelve-inch cylinder. " Six oars or paddles working perpendicularly were on each side of the boat. Of this boat we give a copy of an engraving which appeared in the Columbia Magazine for De- cember, 1786. " In the same periodical appeared Fitch's account of this steamboat, as follows: "'Philadelphia, December 8, 1786. Sir. — The reason for my so long deferring to give you a description of my steam boat has been in some measure owing to the complication of the works and an apprehension that a number of drafts would be necessary in order to show the powers of the machine as clearly as you could wish. * But as I have not been able to FITCH S DESCRIPTION OF BOAT. O hand jou herewith such drafts, I can only give you the general principals." " 'It is in several parts simihir to the late improved steam engines in Europe, thougii there are some alterations. Our cylinder is too horizontal to work with equal force at each end. " ' The mode b}^ which we obtain (Avhat I take the liberty'' of terming) a vacuum is, we believe, entirely new ; as is also the method of letting the water into it, and throwing it off against the atn)osi)here without any friction. It is expected that the engine, which is a twelve-inch cvlinder, will move with a clear force of eleven or twelve cwt., after the friction is deducted. " ' This force is to work against a wheel of eio:hteen inches diameter. The piston is to move about three feet and each vibration of the piston gives the axis about forty evolutions. Each evolution of the axis moves twelve oars or paddles five and a half feet, which work perpendicularly, and are rep- resented by the stroke of the paddle of a canoe. As six of the paddles are raised from the water, six more are entered. And the two sets of [^addles make two strokes of about eleven feet in each evolution. *' ' The cranks of axis act upon the paddles about one-third of their length from the lower end on which part of the oar the whole force of the axis is applied. " ' Our engine is placed on the boat about one-third from the stern, and with the action and reaction, turn the wheel the same Avay. " ' With the most perfect respect, sir, I beg leave to sub- scribe myself your very humble servant," John Fitch.' " ** This Steam Boat was finished and tried upon the Delaware at Philadelphia, August 27tli, 1787, in the presence of a]large number of members of the convention to frame the Ftderal (Jonstilution. " They were all satisfied with the trip, and special certifi- cates were given to Fitch by Governor Randolph of Virginia, David Rittenhouse, Dr. John Emering, provost of the Uni- versity of Pennsylvania, Professor Andrew Elliott, of the same Institution, and many others. " The third boat propelled by steum in the United States, was built by James Rumsey, of Virginia, and tried Dec. 3, 1787, at Shepardstown, Virginia. " This boat was propelled by sucking in water at the bow and ejecting it at the stern. It moved at the rate of four miles per hour, but only made one trip, and probably did not go a half mile in distance. 6 GOULD S HISTORY OF RIVER NAVIGATION. ** About the close of 1788 John Fitch organized a company in Philadelphia under whose auspices he built a small Steam Packet sixty feet long, and eight feet beam. " This was the fourth steam boat. The oars or paddles on this boat were located in the stern and pushed against the water. "The engine was of the same size as the one previously built by Fitch. " Towards the end of July a trip was made to Burlington, New Jersey, it being probably the longest trip hitherto made by any steamboat. " In October of the same year another trip was made to Burlington with thirty passengers, the time occupied being three hours and ten minutes. "The average rate of this boat was about four miles per hour, which the company did not consider fast enough. They therefore determined to build another. " This filth boat was finished in 1789 and had an 18-inch cylinder. The rate of s[)eed attained was eight miles per hour. During 1790 it was run regularly on the Delaware for the conveyance of both passengers and freight. But the com- pany failed that year and the boat was withdrawn. About this time experiments were conducted on the Connecticut river by Samuel Morey, who built the sixtli stecnnboai in the United States, which he propelled from Hartford to New York in 1794 at the rate of speed of five miles per hour. " At the S'lme time John Fitch tried his steamboat projects in France without success, the times being unpropitious on account of the excesses of the French Revolution. " In 1796 he returned to New York where he built a yawl which was propelled by a screiv propeller, at the stern. It was tried upon a fresh water pond called the Collect, under the patronage of Robert R. Livingston. " In the following year Samuel Morey of Ct)nnecticut con- structed at Rodentown, New Jersey, a steamboat with paddle- wheels at the sides, which was propelled to Philadelphia the same year and publicly exhibited. " During subsequent years, other steamboats were built by Fitch, Oliver Evens and John Fox Stephenson, there being eleven in all previous to the year 1807." y DESCRIPTION OF THE CLERMONT. CHAPTEK III. THEN came Robert Fulton with the Uvelflh steamboat^ which w^as twenty-one years after Fitch's first experi- ments. So, contrary to the ct)nimon impression, Fulton, in- stead of beino; the inventor of steamboats, was only the successful adopter of the discoveries and ideas of others who preceded him. We must not, however, underestimate the real service he has rendered to the science of steam naviga- tion nor the value of his original experiments. While in Birmingham, England, he familiarized himself with the steam engine, then first improved by Watt. He had in September, 1793, addressed a letter to Lord Stanhope respecting the moving of vessels by the means of steam, and had been aided in France by Chaucellor Livingston, who had procured an act by the New York legislature, giving to Fulton and himself the exclusive privilege of navigating the waters of that State by steam. In 1eed of the vessel, although aided b}' a flood in the river, be- came less and less, and after flftv-seven hours of struo-o-lino; the engine ceased to work. The vessel was then at the foot of Christopher street. New York City. The flood tide made itself felt in opposition to FULTON S EXPERIMENTS ON THE HUDSON. 10 goui^d's history of river navigation. its progress, and the passengers considered it better to make- a landing, and find their way on foot to peopled parts of the city. On the upward passage the officer in command was Captain Jenkins. During the downward passage Captain Wesswell came on board and assumed command, replacing Captain Jenkins. As the vessel approached upper Red Hood, while Wesswell was trying his best to appear to advantage before his owners, the boat grounded. Blame was laid by him on the pilot, which led after a torrent of vituperation on each side, to blows, in which one of the parties was knocked down, and one received a bhick eye. This was the first and last act of insubordination in that line. It took some weeks to secure a new boiler, after the expiration of which the Clermont resumed her proper trips. In the month of September, in 1809, there occurred the ex- citing saene then first enacted of a steamboat race. A com- pany had been formed at Albany for the purpose of compet- ing with Fulton. The first vessel of the rival line was advertised to leave at the same time with Fulton, Party feeling ran high at Albany in the hotels and in all public places. The partizans of Fulton were enrolled under Profes- sor Kemp of the Columbia College — those of the opposition under Captain Jacob Stout. The victory was long in suspense, and it w^as not until after the thirteenth hour of a hard struggle that the result was pro- claimed by Dr. Kemp standing on the taffrail of Fulton's vessel, and holding out in derision a coil of rope to Captain Scott, for the purpose, as he informed him, of towing him into port. ^ Fulton's second large boat on the Hudson was the "Car of Neptune," w^hich was also built in 1809. In 1809 he obtained bis first patent from the United States, and in 1811 took out a second patent for some improvement in his boats and machin- ery. They were limited to the simple means of adapting paddle wheels to the axle of the crank of Watt's engine. In addition to the two vessels already mentioned, Fulton constructed ferry boats, to run between New York and New Jersey, a boat for the navigation of Long Island Sound, five for the Hudson river, and several for different parts of the United States, including a number for the Ohio and the Mis- sissippi rivers. IKOM iVlISaOUKl GAZETTE OF 1808, 11 CHAPTER ly. IN THE Missouri Gazette, published in St. Louis, in 1808, an article appears by which it may be seen something of the feeling then pervading the public mind on the subject of Steamboat Navigation. " The steamboat is certainly an interesting curiosity to strangers. To see this large and apparently unwieldly machine without oars or sails propelled through the element by invisible agency at the rate of four miles an hour would be a novelty in any quarter of the globe. As we understand there is none in Europe upon the plan upon which this is con- structed. The length of the boat is one hundred and ninety feet, and her width in proportion." The machine which moves her wheels is called, we believe, a twenty-four horse machine. Or equal to the power of twenty-four horses, and is kept in motion by steam from a copper boiler of eight or ten feet in length. The wheels are on each side similar to those on water mills and under cover. They are moved backward separately or together, at pleasure. " Her principle advantage is in cahns or against head-winds. When the wind is fair, light square sails, etc., are employed to increase her speed. Her accommodations are lifty-two berths, besides sofas, etc., and are said to be equal to any vessel that floats on the river, as all the space occupied by the machinery is fitted in the most convenient way. " Between New York and Albany is a distance of one hun- dred and sixty miles, which she performs regularly twice a week ; sometimes in the short space of time of thirty-two hours, exclusive of detention in taking in and landing passengers. " On her passage last week she left New York with over a. hundred passengers, and Albany with eighty or ninety. Indeed this aquatic stage from Alba.ny, with the excitement, bids fair to attract the greatest part of the travelers which pass the Hudson, and afford them accommodations not exceeded in any other part of the world." The following letters will be read with interest in this con- nection, showing the character and confidence of Mr. Fulton in this important motive power, then for the first time being practically applied in developing the great resources of the then almost unknown country. The first letter was written on the return of the steamboat. 12 Gould's history of river navigation. *' Clermont" from Albany, in August, 1807, and published in a New York paper. On this voyage Mr. Fulton had been a passenger on the boat. He writes: *' To THE Editor of the American Citizen : " Sir: — I arrived this afternoon at four o'clock, in the steamboat from Albany. As the success of my experiments gives me great hopes that such boats may be rendered of great importance to my^ country, to prevent envious opinions, and to give some satisfaction to the friends of useful improve- ments, you will have the goodness to publislx the following letter:" " ' I left New York on Monday at one o'clock, and arrived at Clermont, the seatof Chancellor Livingston, at one o'clock on Tuesday. Time, twenty-four hours; distance, one hun- dred and ten miles. On W'^dnesday I departed from the Chancellor's at nine in the "ning, and arrived at Albany at five in the after- noon. Distance, forty miles; time, eight hours. The total is one hundred and fifty miles, in thirty-two hours — equal to near five miles an hour. On Thursday, at nine o'clock in the morning, I left Albany, and arrived at the Chancellor's at six in the evening. I started from there at seven, and arrived in New York at four in the evening. Time, thirty hours; space run through, one hundred and fifty miles, equal to five miles an hour. Throughout my whole way, both going and returning, the wind was ahead. No advantage could be derived from sails. The whole has therefore been performed by the power of the steam engine.' " I am, your obedient servant, Robert Fulton." Life of Robert Fulton, by C. D. Colden, 1817. The second letter was addressed to Jotel Barlow, a personal friend, living in Philadelphia: *' ' New York, August, 2. 1807. "My Dear Friend: — My steamboat voyage to Albany and back has turned out rather more favoiubly than I had calculated. The distance from New York is one hundred and fifty miles. I ran it up in thirty-two hours and down in thirty hours. The latter is just five miles an hour. Fulton's letter to joel barlow. 13 I had alight breeze against me going and coming, so no use was made of my sails and the voyage has been performed wholly by the ase of my engine. I overtooli many sloops and schooners, beating to windward, and passed them as if they had been at anchor. The power of propelHng boats by steam is now fully proved. The morning I left New York there was not perhaps thirty persons in the city who believed the boat would ever be moved one mile an hour, or be of the least utility, and while we were putting off from the wharf, which was crowded with spectators, I heard a number of sarcastic remarks. This is the way, you know, in which ignorant men compliment what they call philosophers and projectors. Having employed much time, money and zeal, in accom- plishing this work, it gives me, as it will you, great pleasure to see it so fully answer my expectations. It will give a cheap and quick conveyance on ihe^ Mississippi and Missouri, and other great rivers, which are now laying open their treasures to the enterprise of our countrymen, and although the prospects of personal emoluments has been some inducement to me, yet I feel infinitely more pleasure in reflect- ing with you, on the immense advantage my country will de- rive from the invention. However, I will not admit that it is half as important as the torpedo defense and attack. For out of this will grow the liberty of the seas, an object of infinite imj^ortance to the welfare of Amc "ca and every civilized countrj^ But thousands of witnesses have now seen the steamboat in rapid movement, and they believe. They have not seen a ship of war destroyed by a torpedo, and they do not believe. We cannot exp'-ct people in general, will have a knowledge of physics, or po er of mind sufficient to combine ideas, and reason from causes to effects. But in case we have war, and the enemies ships come into our waters, if the government will give me reasonable cause of action, I will even convince the world that we have surer and cheaper modes of defense than they are aware of. Yours, etc., Robert Fulton.'* Niles Register, vol. 33, 1822. As an illustration of the fear and surprise manifested by those that were navigating the Hudson river, and the citizens living upon its banks, at the time the Clermont made her first trip, the following graphic account is found among the papers 14 Gould's history of river navigation. published at that time, and brings to mind a similar experience of tlie early boatmen on the waters of the Mississippi valley a few years later. " The Clermont, on her first voyage, excited the astonish- ment of the inhabitants on the shores of the Hudson, many of whom had not even heard of an engine,' much less of a steamboat. There were many descriptions of the effects of her first ap- pearance upon the people on the banks of the river. Some of them were ridiculous. But some of them were of such a character as nothing but an object of real grandeur could have excited. She was described by some who had indistinctly seen her passing in the night, to those who had not had a view of her, as a monster moving on the waters, defying the winds and the tide, and breathing liames and smoke. She had the most ter- rific appearance from other vessels which were navigating the river when she was making this passage. The first steamboats, as others still do, used diy pine wood for fuel, which sends forth a vohime of ignited va[)or many feet above the fine, and whenever the fire is stirred a galaxy of sparks fly off, and in the night have a very brilliant and beautiful appearance. This uncommon light first attracted the crews of other vessels. Notwithstanding the winds and tides were adverse to its ap- proach, they saw, with astonishment, that it was rapidly com- ing towards them. And when it came so near that the noise of the machinery and paddle wheels were heard, the crews (if what was said by the newspapers was true), in some instances, sank beneath their decks, from the terrific sight, and left their vessels to goon shore, while others prostrated themselves, and besought Providence to protect them from the approach of the horrible monster J which was marching on the tides, and lighting its path by its fire, which it was vomiting." While it cannot be claimed that Mr. Fulton was the inven- tor or the first to apply steam to navigation, no one can deny that he is entitled to far more credit than any one else for its practical application for purposes of navigation, as well as for railroads and other modern inventions. In fact, history gives no account of any other so brilliant and practical a genius as Kobert Fulton, and posterity can never appreciate the loss of such a benefactor to the race. He passed away in the zenith of his usefulness, in the city of New York, February 24th, 1815, in the fiftieth year of his age. STEAMBOAT IN SPAIN. 1543. 15 It seems surprising that so important and powerful an agent as steam siiouldhave lain dormant for so many centuries await- ino; the advent of a mind with sufficient force and genius to control and utilize it. While Watt, Fitch, Evens, Stephens, Morey, Ramsey, and others anticipated Fulton by several years in the applica- tion of steam, even in navigation, yet it remained for him to develop its wonderful power and utility not only as a motive agent in navigation, but in all branches of industry. And hence it is that Robert Fulton's name is prominently associated with everything connected with the discovery and ■application of steam as a motive power. It is claimed with some degree of probability, that a Span- iard by the name of Blasco de Gary, constructed in Spain, in 1543, a steamboat, under the patronage of King Charles the Fifth, and successfully tried her in the harbor of Barcelona. From the fact that nothing further ever resulted from that experiment, so far as the record goes, it is hardly probable that it proved satisfactory. At that period Spain was in position, and her commerce and enterprise w^as such that it seems strange an invention so im- portant to her prosperity should have failed to attract the at- tention of the government or of her enterprising citizens. CHAPTER V. JOHN FITCH. IT IS phown by the most irrefragable testimony that John Fitch was the first man, in America at leasi, and prob- ably in the world, who ever carried this idea of applying steam power to the propulsion of vessels to any determinate result. A certificate from Dr. Thornton, of the Patent Office at Wash- ington, states that Fitch took out a patent for the application ■of steam to navigation in the year 1788, before which time QO similar patent had been issued in this country. The earliest ascertained experiments of Mr. Fulton in steam navigation took place about the year 1798, ten years after the date of John Fitch's patent. Oliver Evans, in 1804, propelled a mud- scow by steam on the Schuylkill river. Mr. Fulton's first experimental boat was built at Paris, in 1803. His first American steamboat was launched in the spring of 1807. 16 Gould's ihstoky of river navigation. Fitch brought his plan to the test of experiment on the Dela- ware river a short time after he took out his patent. The foUowing description is given of the machinery as contrived by Fitch: " The cylinder is horizontal, the steam working with equal force at both ends. The piston moves about three feet, and each vibration of it gives the axis forty revo- lutions. Each revolution of the axis moves twelve oars or paddles live and a half feet ; they work perpendicularly and are represented by the strokes of a paddle of a canoe. As six of the paddles are raised from the water, six more are entered, and the two sets of paddles make their strokes of about eleven feet in each revolution. The crank of the axis acts upon the paddles about one-third of their length from the lower ends, to which part of the oar the whole force of the axis is applied. The engine is placed in the bottom of the boat, about one-third from the stern, and both the action and reaction turn the wheel the same way." This description was written by the inventor himself, and was first |)ublished in Philadelphia Columbian Magazine, vol. I, for December, 1786. Fitch's boat was tried, as previously stated, on the Dela- ware river, in front of Philadelphia. The boat was ordered under way at slack water, and, by the most accurate measure- ment, was found to go at the rate of eight miles per hour, or one n)ile in six minutes and a half. It alterwards went eighty miles in a day. The Governor and Council of Pennsylvania expressed their satisfaction with the result of this experiment by presenting to the proprietors of the boat a superb silk Hag, emblazoned with the arms of the State. But, after all this magnificent demonstration the most glorious achievement of American ingenuity was permitted to fall into utter neglect. Dr. Thornton states that the company which had been formed under the Fitch patents to give the plan a proper trial — now, when the trial has been made, and when all rea- sonable doubts respecting the practicability and utility of the invention should have vanished — refused to advance any more money. It seems that those noble-spirited gentlemen, who constituted the first steamboat company ever organized, dis- banded themselves because they were afraid to meet the "unceasing ridicule " which this project had excited. Not even the practical realization of the plan could prevent fools from laughing at it as an insane speculation; nor could the sio:ht of a veritable steamboat, paddlinsr alons; the Delaware, enable wise men to treat this idiotic merriment with contempt, JOHN FITCH SUCCESS AT PHILADELPHIA. 17 The company was dissolved, the boat was laid up in the docks, and the whole matter was abandoned, and John Fitch was fated to descend to the tomb without seeing the great object of his life accomplished, or the importance and value of his inven- tion duly appreciated by his countrymen. Justice to the memory of John Fitch forbids the admission of one particular incident of his life, which establishes bej^ond all cavil his chii-nto the invention of the steamboat. Before the dissolution of the comj)any just referred to, Aaron Vail, Esq., one of the members who was then the American consul at L'Orient, sent over a request for Mr. Fitch to visit France, in order to have the steamboat experiment tried in that coun- try. Fitch went over, accordingly, but on his arrival, owing to a scarcity of shipwrights, and other causes incident to the French Revolution, the enterprise failed, and Fitch returned to his own country, leaving his draughts and documents re- lating to his invention in the hands of Mr. Vail. These papers were exhibited by Mr. Vail to Robert Fulton, when that gentleman visited France several years afterwards and Mr. Fulton took copies, notes and memoranda which enabled him subsequently (he being more fortunate than John Fitch in finding assistance and resources) to complete the great work of which so considerable a part had already been executed by the ill-starred Fitch. To the very end of his life John Fitch had unwavering confidence in his neglected and despised contrivance. Ho struggled manfully to bring it once more into the scope of public observation; but the public, when it had kindness to refrain from mockery, merely made an exclamation of sorrow and pity, like that of Ophelia — •* Oh, what a noble mind is here o'erthrown! " Once, when he had been explaining the benefits of steam navigation to a party of gentlemen who heard his glowing description with significant smiles, one of the auditors re- marked, after he had retired, "What a pity that the poor fellow is crazy!" When the experimental boat had been finally laid up, as aforesaid, Fitch, in a letter to Mr. Ritten- house, wrote: " It would be much easier to carry a first-rate man-of-war by steam than a boat, as we would not be cramped for room, nor would the weight of the machinery be felt. This, sir, will be the mode of crossing the Atlantic in time, whether I bring it to perfection or not." Fitch returned from Europe to his own country, destitute 2 18 Gould's histoey of river navigation. and heartbroken. For two years he was obliired to depend for his daily bread on tiie kindness of a relation, Colonel George King, of Sharon, Connecticut. But having purchased some cheap lands in Kentucky, while he was surveying there in 1796, he now went thither to take possession of this little property in the wilderness. But even this gratification was not allowed him, for having been thrown into a fever by fatigue and exposure, he died two or three days after his arrival. According to his request, John Fitch was buried on the shores of the Ohio, where (to use his own enthusiastic language), " the song of the boatman would enliven the still- ness of his resting place, and the music of the steam engine soothe his spirit." His manuscript journal contains the fol- lowing prophetic exclamation: — " The day will come when some more powerful man will get fame and riches from my invention, but nobody will be- lieve that poor John Fitch can do anything worthy of attention ! " " I know of nothing so perplexing and vexatious to a man of feelings, as a turbulent wife and steamboat building. I experienced the former and quit in season, and had I been in my right senses I should undoubtedly have treated the latter in the same manner, but for one man to be teased with both, he must be looked upon as the most unfortunate man of this world." The theory of steam navigation on water had been evolved and considered for more than 200 years before it actuallj^ took shape. James Rumsey was engaged in experiments from 1784 to 1786, when he tried a boat on the Potomac, which made four miles|an hour, propelled by a jet of water forced from the stern. In the same year the paddle steamer, shown in the illustra- tion, was invented and built in Philadelphia, Pa., by John Fitch, of Windsor, Conn. After many disappointments and misfor- tunes in applying steam to the propulsion of vessels, Mr. Fitch finally triumphed over repeated failures. Successful experi- ments on the Delaware river, at Philadelphia, w^ere made in 1786, 1787, 1788, 1789, and in 1790 he ran a regular packet by steam for passengers and freight on the Delaware which, for more than three months, made regular trips between Phila- delphia and certain towns on said river with ease and safety, and without material stoppage, accident or delay. The propelling instruments used by Fitch were paddles sus- pended by the upper ends of their shafts and moved by cranks. The boat shown in the cut was sixty feet long, very lightly built. JOHN fitch's patent. 19 The second steamboat in the world was invented by Mr. :Sy mington in Enghind. It was tried in 1788, but only practically succeeded in 1801. The third steamboat in the world was invented by Robert Fulton, and his first experiments were made in Plombieres in 1803, whilst his triumphs on the Hudson were delayed until 1807, twenty-one years after Fitch propelled his first skiff steamboat on the Delaware. Patcnt-riaht granted to John Fitch. From G. H. Preble's *' History of Steam Navigation." ' On the 2Gth of August, 1701, John Fitch obtained a U. S. patent for his invention which is signed by George Washing- ton, president. Thomas Jefferson, Secretary of State, who also testifies that the patent Avas delivered to him August 30th. The patent recites, " he having invented the following use- ful devices not before known or used, viz.," for appl3'ing the force of steam to a trunk or trunks, for drawing water in to the bow of a boat or vessel, and forcing the same out at the stern, in order to propel the boat or vessel through the water, for forcing a colunm of air through a trank or trunks filled with water by the force of steam, and for applying the force of fciteam to cranks, paddles, for propelling a boat or vessel through the water. The said John Fitch, his heirs, etc., were granted for the time of fourteen years the sole and exclusive right and liberty of making, using and vending to others the said inventions.' CO o JOHN FITCH'S WILL AND GKAVE. The remains of John Fitch were interred in the village graveyard of Bardstown, Nelson county. Ivy., in the rear of the court house and county jail, in 1798. Not a pebble of all the fine stone in the land marks his last resting place. But his last will and testament are on record, as co[)ied by a cor- respondent of the Philadelphia Evening Telegram, viz.: " I, John Fitch, of the county of Nelson, do make this, my last will and testament: To Wm. Rowan, Esquire, my trusty friend, my beaver hat, shoe, knee and stock buckles, walking stick and spectacles. To Dr. William Thornton, of Washington, D. C, to Eliza Vail, daughter of Aaron Vail, Council of the W. S. at L'Orient, to John Rowan, Esquire, of Bardstown, son of said William, and to James Nourse of said town, I bequeath all the rest of my estate, real and personal, to be divided among them share and share alike. And I appoint the said 20 GOULD'S HISTORY OF RIVER NAVIGATION. John Rowan, Esquire, and James Nourse, Esquire, my exe- cutors, and the legacies hereby bequeathed to them, my said executors is in consideration of their accepting the executor- ship and bringing to a tinal close all suits at law and attend- ing to the business of estate hereby bequeathed. Hereby declaring this to be my last will and testament, thia the 20tb day of June, 1798 — witness my hand and seal. Acknowledged, signed and sealed in presence of James Nourse, Michael Rench, her SUSANAH + McCoWJSi. ^ mark. On the 10th of July, following, the will was passed by the executors and ordered to be recorded." CHAPTEE yi. ROBERT FULTON. WHILE we accord to John Fitch the credit which is justly due to him as the true and original contriver of the steamboat, with equal justice we will make the acknowledg- ment, that the subject of the present sketch., by his firmness of purpose and energy of character, no less than by his brill- iant genius and correct judgment, carried the enterprise through to a successful and gh)rious termination. Robert Fulton was born in the town of Little Britain, Lancaster county, Pennsylvania (A. D. 1765), His father, a native of Kilkenny, Ireland, was in very moderate cirormstances, which may explain the fact that Robert's early education was some- what neglected. His earliest tastes inclined him to observe the operations of different mechanics, in whose shops he passed most of his leisure hours. Having a natural talent for the use of the pencil he began at the age of twelve years to cultivate this gift, and before he had reached his fifteenth year, he became, in the estimation of his rural neighbors, quite an expert artist. Two years later he practiced portrait and landscape painting in Philadelphia. Here he soon ac- quired money enough to purchase a small farm in "Washington county, where he provided his widowed mother with a com- fortable home, while he made preparations for a voyage to ROBERT FULTON IN EUROPE. 21 England, according to the advice of some of his friends, for the purpose of exhibiting some of his paintings to his country- man, Benjamin "NA'est. Mr. AVest, at this time, enjoyed the favor and patronage of the British government, and his repu- tation as one of the first painters of the age was ah-eady estab- lished. He received young Fulton with much kindness, gave him all possible encouragement, and offered him a home in his own house, where he remained for two years. At the end of that time Mr. Fulton traveled through different parts of England, and became acquainted with several distinguished men of science. It is supposed that at this period of his life he began to devote his attention exclusively to mechanical inventions. In his twenty-fifth year (A. D. 1793), he was actively engaged in a project to improve inland navigation, and one year later he obtained from the British government a patent for a double inclined plane, to be used for transportation. We have no particular account of his transactions during several years following, though in 1794 he submitted to the British Society for the Promotion of Arts and Commerce, an improvement in his invention of mills for sawing marble. His patents for two machines, one for spinning flax, andthe other for making- ropes, are dated 1795. In the next year he published at London his treatise on the Improvement of Canal Navigation. In this work he expresses his preference for small canals, and boats of light burden, and contends for the use of inclined planes instead of locks. His plans were highly approved by the British Boara of Agriculture. Mr. Fulton was now engaged in the profession of a civil •engineer, and employed the pencil merely to execute plans and draughts of machinery in connection with his professional duties. lie now visited France, for the purpose of introduc- ing his canal inprovements into that country. In the year 1797 he became acquainted with the celebrated Joel Barlow, who then resided at Paris. In the family of this distinguished American, Mr. Fulton took up his abode for several years, during which time he studied the French, Italian and German languages, and perfected himself in the high mathematics, chemistry and natural philosophy. In 1797 Messrs. Fulton and Barlow made experiments on the river Seine with a machine which the former had con- structed on the torpedo principle, the object of which was to destroy an enemy's ships by submarine explosions. These experiments proved unsuccessful. But not at all discouraged by his first failure, Mr. Fulton pursued this object until hia 22 Gould's history of river navigation. plan for propelling and steering a boat under water was^^ brought to perfection. When tliis satisfactory result was. attained, be applied to the French Directory for pecuniary assistance, but that body did not appreciate the invention. He then applied to the British government, but met with similar discouragement in that quarter. In themeantime, Bonaparte had placed himself at the head of public affairs in France, and he, not being one of the " old fogy " school, promptly re- sponded to Mr. Fulton's application by appointing a commis- sion to examine the new war-like machine. The examining committee having made a favorable rci)ort, Mr. Fulton was supplied by Napoleon with a sufficiency of funds to bring some of his plans to the test of experiment. He first made a trial of the " phmging boat" at Brest, in 1801. Notwith- standing many imperfections in the machinery, and other dis- advantages incident to a first experiment, he demonstrated that, by means of this contrivance, a sufficiency^ of light and air could be obtained under water; that the boat could be made to descend to any depth, or rise to the surface with per- fect facility, and that she would tack or veer as rapidly as any common sailing boat. On the 7th of August Mr. Fulton descended with a store of air compressed in a copper globe, and was thus enabled to remain under water nearly four hours and a half. He next attempted to put this invention to it* proper use by blowing up English vessels cruising near the- harbor of Brest ; for this purpose he provided his plunging boat with a torpedo, or submarine bomb, and approaching a small British vessel within a distance of two hundred yards, he blew her to atoms. A similar attempt was made on an English seventy-four, which saved herself at the critical moment by an accidental change of position. The advantages of a submarine warfare were not fully esti- mated in Europe, and Mr. Fulton having become disgusted with the tardy action of several European governments in re- lation to this subject, returned to his own country in 1806. He found the American government very propitious to his undertakings, and a grant of sufficient funds Avas made to en- able him to put the capabilities of his torpedo to a fair trial. By means of one of these Jewels of Belona, he blew up, and totally annihilated, a large hulk brig, which had been pre- pared for the purpose in the harbor of New York. In 1810 Congress granted $5,000 to meet the expenses of additional* experiments with Fulton's explosive apparatus, and a com- mittee was appointed to superintend these trials. The old' sloop-of-war Argus, under the direction of Commodore- FULION S FIRST PATTENTS. 23 Rogers, was prepared for defense against the torpedoes, and that skillful commander did his best to make them ineffective. In these circumstances, Mr. Fulton did not succeed in his main design of blowing up the vessel, but he approached in his submarine boat near enough to cut off a fourteen inch cable attached to the Argus. He himself did not consider this experiment on the Argus a failure, attributing his want of success to various defects in the explosive machinery, for which it was easy to find remedies. But the thoughts of Fulton now reverted to the subject of steam navigation, a subject upon which he had bestowed con- siderable study during his residence in Paris. In this enter- prise he possessed one grand advantage over all who had preceded him, being enabled to avail himself of the great im- })rovements which Watt and others had made in steam machinery. But for certain adaptations of the machinery to the object required, he was obliged to depend on his own in- ventive powers, in the absence of all precedent to direct his course. The paddle-wheel now used in steamboats appears to have been originally devised by Mr. Fulton. It should have been mentioned, by the way, that Messrs. Fulton and Livingston made an actual experiment with steam propulsion in France, in 1803. This experiment, however, was on a very small scale, and the result being not quite satisfactory, and as other objects demanded Mr. Fulton's attention, this project was temporarily set aside, nor was it resumed until sometime after his relurn to this country. Mr. Fulton took out his first patent for improvements in steam navigation on the 11th day of February, 1809, and on the 9th day of February, 1811, he obtained supplementary patents for further improvements in his boats and machinery. The pecuniary means required for carrying out these great designs were supplied by Mr Livingston, a gentleman of great wealth and equal liberality, who had assisted Mr. Fulton ill his steamboat experiments at Paris, and never at any time withheld his aid when the enterprise required it. The legis- lature of New York having passed an act which secured to Messrs. Fulton and Livingrston the exclusive benefits of steam navigation on the waters of that State for the term of twenty years, the last named gentleman caused a boat of about thirty tons to be built, but her dimensions being found insufficient, she was soon abandoned. In 1807 a steam engine was ordered from the manufactory of Watt & Bolton, of Birmingham, England ; it was constructed according to the specifications furnished by Mr. Fulton, who did not permit the manufactur- 24 goujld"s history of river navigation, ers to know for what purpose it was intended. A suitable boat for the reception of this engine had been built at the ship-yard of Charles Brown, on the East river. The engine was put on board, and the boat was soon after moved by her machinery to the Jersey shore. This experimental trip was witnessed by a number of the principal citizens, including sev- eral men of science, whom Messrs. Fulton and Livingston had invited to be present on the occasion. At this time it is difficult to believe that a great majority of the people of that day had no faith in this undertaking. The common belief was that the boat could not be made to move a foot from the wharf, and the crowd of spectators now assem- bled to behold the result very freely indulged in sarcastic remarks, aimed at what they were pleased to call the folly or insanity of the projectors. When, therefore, the boat actually left the shore, and began to plough her way through the still waters, the multitude for a while stood gazing in mute a-ton- ishment, mingled with awe, at what they considered a miracle of art. But Avhen the boat, having reached the center of the river, turned her head down the stream and began to rush forward with increased velocity, the whole concourse, as if moved by one spirit, uttered a deafening and prolonged shout of applause and congratulation. Who can imagine the feel- ings of Robert Fulton at that moment? The day of recom- pense had arrived; his toils, travels, severe studies and frequent disappointments were unrequited no longer. He knew then that he had achieved a triumph which the world would acknowledge in all time to come. Here, then, for once, a public benefactor received, while living, the homage which his genius and his services to the cause of human progress had deserved. This first boat, whose performance so electrified the spec- tators, was called the Clermont. When some errors in the construction of the machinery had been corrected she made a trial trip to Albany, and performed that voyage of one hun- dred and fifty miles in about thirty hours, against the wind. Soon after the Clermont became a regular passage boat be- tween New York and Albany. Certain Quixotic persona conceived about these times that " pendulum power " might be made to rival steam as a propelling force, and a boat was actually built on that principle. As many had foreseen, however, the momentum of the pendulum could not over- come the resistance of the water, and this boat remained as stationary as the dock itself. The exclusive right to steam navigation on the rivers of STEAM FRIGATE — FULTON THE FIRST. 125 New York, which the legislature had granted to Livingston and Fulton, was not duly respected, for several opposition boats were soon started. These were slightly varied from Fulton's mode of construction, in order to avoid an obvious infringement on his patent. Fulton and Livingston attem[)ted to assert their rights by recourse to the law, and applied to the Circuit Court of the United States for an injunction; but this court decided that it had no jurisdiction in the case. The application was renewed in the Chancery of the State, but after hearing the argument, the chancellor refused to grant an injunction. The Su{)reme Court, however, reversed the chancellor's decision, and ordered a perpetual injunction on the opposition boats. In the year 1812, two steam ferryboats for crossing the Hudson river, and one for the East river, were built under Mr. Fulton's directions. Thenceforth steamboats began to increase and multiply, and imi)rovements were gradually in- troduced by Mr, Fulton up to the time of his death. It has been remarked in commendation of his progressive skill and judgment, that the last boat built by him was always the best, -the swiftest and the most convenient. About the beginning of the last war with England, Mr. Ful- ton exhibited to a committee of citizens of New York the model of a steam man-of-war, provided with a strong battery, furnaces for red hot shot, etc. Several distinijuished naval commanders had already pointed out the advantages which must result from the employment of steam in propelling war vessels, and Mr. Fulton's plan so well received, that in the spring of 1814 Congress passed a law authorizing the Presi- dent to cause to be built, equipped and employed one or more floating batteries, for the defense of the ports and waters of the United States. In conforming with this law, the steam frigate Fulton the First, was built at New York, and on the 4th of July, 1815, she made her first trip to the ocean and back, a distance of lifty-three miles in eight hours and twenty minutes. Henry Rutgers, Samuel L. Mitchell, Thomas Mor- ris, and Oliver Walcott, Esqs., commissioners of the navy, were present. Mr. Stoudinger, successor to Eobert Fulton was engineer. Before this vessel was completed Robert Fulton had ceased to exist. While superintending the works on board of the steam frigate, he exposed hmiself too long on deck, on a wet and stormy day; an attack of pleurisy followed, which ter- mmated his valuable life on the 24th day offFebruary, 1815. Mr. Fulton was married, in the year 1806, to Miss Harriet 26 GOULD'S HISTORY OF RIVER NAVIGATION. Livingston, a relative of Chancellor Livingston, bis friend and': associate in the steam navigation enterprise. He left four children, one son, Robert Barlow Fulton, and three daughters. Capt. Samuel J. Morey of Connecticut, is claimed to be the inventor of the lirst practical steamboat ever built. Rev. Cyrus Mann, of Oxford, New Hampshire, published in- 1864 some account of Capt. Morey and of his steamboat. Mr. Mann was a scholar and a man of integrity and spent a month's time with Morey in investigating the claims of Ful- ton, Morey and others. The following is an extract from his book: — " The credit of the invention of the steamboat is commonly awarded to Robert Fulton, but it belongs primarily and chiefly, it is believed, to a more obscure individual. So far as is known the first steamboat ever seen on the waters of America was in- vented by Capt. Samuel Morey, of Oxford, New Hampshire. " The astonishing siijht of this man ascending the Connecticut river, between Oxford and Fairlee, in a little boat just large enough to contain himself and the rude machinery connected with the steam boiler and a handful of wood for a fire, was witnessed by the writer in his boyhood, and by others who still survive. This was as early as 17il3 or earlier and before Fulton's name had been mentioned in connection with steam navigation." Writing to William A. Drier, in October of 1818, Morey says: " As near as I can recollect it was as early as 1790, that I turned my attention to improving the steam engine, and to ap- plying it to the purpose of propelling boats. In June, 1797,. I went to Bordentown, on the Delaware, and there constructed' a steamboat and devised the plan of propelling by means of wheels, one on each side. The shafts ran across the boat with a crank in the middle worked from the beam of the engine with a shackle bar. The boat was openly exhibited in Philadelphia and I took out patents for my improvements." He accused Fulton of adopting his models and if he had had the means would probably have prosecuted Livingston and Ful- ton for an infringement of his patents. As he insisted, he was fully entitled to them for the application of the side wheels." It is difficult at this late date to determine who, if any one man, is entitled to the credit of first applying steam to naviga- tion. So far as the record goes, John Fitch is certainly entitled to a large share of credit and if he had been encouraged by men with [)ecuniary ability he would undoubtedly have secured the- credit that finally was accredited to Robert Fulton. 2T CHAPTER YII. DISCOVERY OF THE UPPER MISSISSIPPI.' BY FATHER HENNEPIN, IN 1680. THIS account is from his own narrative: — " He set out from Fort Crevecoeur, the 29th February,. 1680. His party consisted of two Frenchmen auda few Indians, with two hirge canoes. They embarked upon the Illinois river and on the 8th of March reached the rivei (Colbert) i.e. the Mississi[)pi. The ice which tioated down from the north de- layed the expedition several days. We commenced to ascend the great river in April. The first river we come to is Rock river or Des Moines. Sixt> leagues up we reach the Puntos, fifty leagues above we reach the Lake of Tears, (Lake Pepin), which we so named because some Indians who had taken us,, wished to kill us wept the whole night to induce the others to consent to our death. Foity leagues above is the river St. Croix by which striking northwest you can reach Lake Conde (Su})erior). Continuing to ascend the Colbert (jNIis- sissippi) twelve leagues more the navigation is interrupted by a fall, which I called St. Anthony of Padua's, whom we had chosen patron and protector of all our enterprises. Eight leagues above St. Anthony to the right we found the river Issati, which you can ascend t(; the north for about seventy leagues to Lake Issati where it rises. This last lake spreads out into greater marshes and is probably the source of the Colbert, i.e. Mississippi. We had considered the river Colbert with great pleasure, and so far, without hindrance, to know how far it M'as navigable u}^ and down. " On the 11th of April, 1680, we suddenly perceived thirty- three bark canoes manned by a hundred and twenty Indians, coming towards us. They soon surrounded us and took us prisoners. After remaining captive for several months we made our escape and descended the river one hundred and twenty leagues distant from the country of the Indians who had taken us. We met the Sieur de Luth, who came to the river by the land route, with five French soldiers. Towards the end of September we resolved to return to the French settlements. We chose the route by the way of the Ouisconsin (Wisconsin). After sailing up sixty leagues we came to a portage. After sailing one hundred leagues we arrived at the bay of Fetid (Green Bay). We then sailed a hundred leagues and reached 28 Gould's history of river navigation. Miseilimackinac. After many months we reached Montreal in May, 1681." ~~ Notes, Colbert is Mississippi river. *' Issati is Itasca lake. " Ouisconsin is Wisconsin river. " Fetid bay, Green bay. Fort Creve Coeur was a frontier fort of Canada. THE MISSISSIPPI. *' The name of the Mississippi river is of itself worthy of note. If France ever had sufficient title to the Mississippi Valley to convey ownership she undoubtedly had authority to name the principle river. If this follows then the technically cor- rect name of the great river is St. Louis, for in 1712 the King of France ordered in letters-patent to Crozat that the river * heretofore called Mississippi be called River Saint Louis.' But the people on its banks and on the western continent gave no heed to the royal decree, though geographers, like crAuville, adhered for years to the name of St. Louis. Mississippi is from the Ojibbeway tongue and signifies, ac- cording to Bishop Baraga, great river or rivers of water from flll sides, or by a liberal translation it may be interpreted as the savage vernacular for the national motto, E Pluribus The first commercial use of the stream was to carry the skin-laden skiff, and from that to the row boat and barge the transition was easy to the boatmen. But little, however, is known of the quantity or the character of traffic early in the century. Before the time of steam the barge afforded the principle means of river transportation, and the methods of its management were primitive, slow, and dangerous. The boats were from twenty -five to a hundred feet long Breadth of beam from fifteen to twenty feet, and the capacity from six to one hundred tons. The receptacle for the freight was a large covered coffer, called a cargo box, which occupied considerable portion of the bulk. Near the stern was a small, straightened apartment six or eight feet in length, in which the captain and steersman, or patron were quartered at night. Upon the elevated roof of this cabin the steersman stood to direct the course of the craft. There were usually two masts, sometimes one served the purpose. The main reliance was a large, square sail forward, which when the wind was favor- able, accelerated the progress of the boat and relieved the PIRATES AND BUCCANEERS. 29 hands, who at other times were compelled to use the most laborious methods. Going down stream required watchfulness and some inge- nuity, and a full knowledge of the fitfulness of the navigable currents, but no exhaustive exertion. Up stream, sometimes against the wind, through a land of savages, pirates and free- booters, the lot of a Mississippi navigator in modern phraseol- ogy was not a happy one. About fifty men were employed. Sometimes all were row- ing, sometimes they towed the boat, after the fashion of the old canal boat. But when the banks made this impracticable the " warp " was adopted. This was accomplished by send- ing a coil of rope forward to some tree on the shore, or snag in the river, toward which the hands on board pulled the boat. Then another tree or snag was selected, and so on to the end. There was little poling on the Mississippi, though it was sometimes done on account of the depth of the w^ater, the strength of the stream, and the yielding nature of the bottom. It was pole and warp, and tow and row, and row and tow, and pole and warp for months before a cargo from New Orleans reached St. Louis. Buccaneers invested the mouths of rivers, and the bays, creeks and caves afforded places of concealment for them and their spoils till the close of the War of 1812, and every owner carried his own insurance against flood, robber and fire. But it is recorded that the boatmen were scrupulous of their trusts, and would fight to protect the consignment, and seldom failed to account satisfactorily for everything en- trusted to their care. For policy, perhaps, which had as much to do then with business rectitude as now. The fates and fortunes of the traveler, however, who had that about him which excited the cupidity of fearless and un- scrupulous men, who knew no law but their own wild wishe^*, and who recognized no higher consideration than expedienc}^ were not so secure, and many an untold tale of murder and mysterious disappearance lies at the bottom of the Mississippi. Waves never babble or gossip. One, of many instances, must suflSce: Cotton Wood Creek and Grand Tower were well known places of rendezvous for pii'ates who would attack voy- agers from some such place, drive them off, and then appro- priate their valuables. Early in 1787 an event occurred which inaugurated severe measures by the Spanish government, resulting in dispersing the pirates. 30 Gould's history of river navigation. One, Beausoliel, a New Orleans merchant, started for St. Louis with a richly laden barge. A strong breeze arose as she approached Cotton Wood Creek. Ihe pirates were ready for an attack, but the rapid progress under a strong breeze frustrated their design, and they sent a body of men to head off the prize. The point selected for an attack was an island since known as Beausoliel's Island, and was reached in about two days. The barge had landed and was easily captured and the crew dis- armed. When the captors turned the boat down stream, soon after which a happy deliverance came from an unex- pected source. Casotta, a negro, who had effected great pleasure at the capture, was used by the freebooters as a cook. He kept up a secret understanding with Beausoleil, and at a given signal and an opportune moment the captured became the captors and all the pirates were killed or secured. Vigorous measures fol- lowed. Trips were made in fleets, well armed for fight, and within a short time the robber haunts were vacated. In those days of flat boats and barges and endless time, the freight from New Orleans to St. Louis was on an average about $6.75 per one hundred pounds. After the establishment of military posts on the Ohio river, by Congress, no regular intercourse was kept with them by the government. Mail routes could not be contracted beyond Pittsburg. All communications of importance was made through expresses, either on land through the wilderness, by way of Virginia and Kentucky, or by transient boats on the Ohio river. As this mode was slow, expensive and uncertain. Colonel Timothy Pickering, the Postmaster-General, deemed it advisable to establish a more regular and certain mode of communication with General Wayne and the army on the Western frontier. The first mail route across the Alleghany mountains was ordered by Congress in 1786, from Alexan- dria, in Virginia, to Pittsburg, in Pennsylvania, by way of Lewisburg, Winchester, Fort Cumberland and Bedford, also, from Philadelphia to the town of Bedford, and thence to Pittsburg. On the 20th of May, 1788, Congress resolved that the Postmaster-General be directed to employ posts for the reg- ular transport of the mail between the city of Philadelphia and the town of Pittsburg, by the way of Lancaster, York, Carlisle, Chambersburg and Bedford, and that the mail be dispatched once in each fortnight from the post-offices re- spectively. OHIO ElVEii MAIL CARRIERS. 31 CHAPTER YIII. TIRST UNITED STATES MAIL SERVICE ON THE OHIO BY BOAT. IN April, 1794, with the aid and advice of Colonel O'Harra, army contractor, and Mayor Isaac Craig, of Pittsburs;, a plan was devised of transporting the mail in light, strong boats on the Ohio river, and put into operation early in the following June. These boats were about twenty-four feet in length, made after the style of whale boats, and steered with a rudder. They were manned by five boatmen, viz.: a coxswain and four oarsmen. The men were all armed and their pieces kept dry in snug boxes along side of their seats. " The whole could be covered wiih a tarpaulin in wet weather, which each boat carried for that purpose. For cooking and sleeping they generally landed on the beach at the head of an island, where they would be less liable to a surprise or an attack from the Indians. In ascending, as well as descending, the boat was kept nearly in the middle of the river. The distance traveled against the current averaged about thirty miles a day, and double that down stream. There were tour relays between Wheeling and Cincinnati. The mail was carried by land from Pittsburg and Wheeling. The station where the boats met and exchanged mails, were Marietta, Gallipolis and Limestone, the distance between which was made in seven days both up and down ; thus re- quiring about twelve days from Cincinnati to Wheeling, and about half that time from Wheeling to Cincinnati. The transport by land only required one day and two fast riders who exchanged mails at Washington, Pennsylvania. Postmasters vveie appointed at each of these towns so that the citizens could have the advnntage of the establishment as well as the militiiry. The postmaster at jMarietta was Cap- tain Joseph Munroe, an old soldier in the "continental line," during the war. This mode of carrying the mail was kept up until 1798. After the treaty with the Indians in 1798, the mail was landed at Graham's Station, a few miles above Limestone, and trans- ported to Cincinnati on horseback. So cautious were the conductors of these boats generally that only one attack was made upon them by the Indians. This happened in 1794 to a -boat commanded by Capt. Diegan, but at that time com- 32 GOULD'S HISTORY OF RIVER NAVIGATION. manded by another man, employed for that trip. The packet was ascending the Ohio, and happened to have several pas- sengers on board, as they sometimes did, and had reached within a few miles of the mouth of the Scioto, on the Indian' shore. The man at the helm saw, as he thought, a deer in the bushes, and heard it rustling in the leaves. With the in- tention of killing it the boat had approached within a few rods of the bank, and the man at the bow had risen up with his gun to fire, when they received a whole volley from the Indians who lay in ambush, and had made these signs to en- tice them to the shore. One man was killed, and another des- perately wounded. Several of the row-locks were shot off, and their oars for the time rendered useless. The Indians rushed down the bank and into the water, endeavoring ta get hold of the boat and drag it to the shore. The steersman turned the bow into the current and one or two oars forced her into the stream, beyond the reach of their shot. One of the hands who had been a drummer in St. Clair's army, and had probably witnessed the effect of the Indian yell, became so alarmed that he jumped into the river as the boat was turn- ins from the shore. A stout Indian dashed into the river and swam after him, with his drawn knife in his teeth. Wilbur's pantaloons being thick and heavy, impeded his swimming so much that the Indian gained rapidly upon him. He made an attempt to pull them off and got one leg free, but sank under the water while doing it. He was now worse off than before, as they dragged behind and nearly paralyzed all his efforts. The Indian was within a few yards of him, and escape seemed hopeless, when making another desperate effort he succeeded in freeing himself from the incumbrance. In accomplishing this last struggle he again sank entirely beneath the surface, and came up greatly exhausted, with the Indian within strik- ing distance of him. As the enemy slackened his exertions to draw his knife from his teeth and give the fatal stab, Wilbur now having his legs free, and quickened by the sight of the gleaming blade upraised in the hand of the Indian, threw all his remaining strength into one convulsive effort, and forced himself beyond the reach of the descending knife, which; plunged harmless into the water, within a few inches of his body. Before his enemy could repeat the blow he was sev- eral feet ahead of him and nearly in the middle of the river. The Indian novv gave up the pursuit, and retreated to the shore. Nearly exhausted by fear and fatigue, and chilled by, the coldness of the water, Wilbur reached the opposite bank with great diiSculty. MAIL SERVICE RESUMED. 33 In the meantime the boatmen, thinking him killed or drowned, pushed down stream and did not land until they reached the next station, some fifty miles below. Wilbur, however, made himself a raft, and descended to Graham's in safety. By this disaster, the line of communication was in- terrupted for a trip or two ; but was soon after resumed and not broken again except by the ice in winter, when the boats were laid up for a few weeks until the system was abandoned in 1798, for the more feasible one by land. CHAPTER IX. THE FIRST VESSEL TO ENTER THE MISSISSIPPI RIVER FROM THE SEA. JANUARY 6, 1700, M. d'lberville, in command of the French frigate Renommee, and the Gironde, anchored off Ship Island. In a few days he determined to enter the mouth of the Mississippi on an exploring expedition. He left the ships in three long boats, manned by sixty men, and after coasting along for thirty leagues entered the mouth of the river, the 15th. On February ID we arrived at a large village of the Bayou Goula Indians, whom we found to be very friendly. They supplied us with Indian meal, fish and meats. After three days' rest we commenced the ascent against a strong cuiTent. About five leagues above, on the right hand side, came to the Manchac; five leagues above this stream we came to where the banks of the river are very high, called " Ecores," and in the Indian language " Istrouma," which signifies Baton Rouge, because at that place there is a post painted red, which the Indians have placed there to mark the boundary line of the territory of the two nations. About fif- teen leagues from this place, we arrived at a large river called Sabloniere (Red River). On March 10 arrived at the great Natchez bluffs, where M. d'lberville made a treaty of peace with this tribe of Indians. On April 12 left Natchez and, after hard rowing and cordelling, we arrived on April 16 at the Tensas. As the period of M. d'lberville' s return to France was rap- idly approaching, he resolved to descend the river. We set off the next morning. We progressed rapidly with the strong 3 34 ooctld's history or river navigation. current of the river, and in a few days arrived at the Bayou Goulas, where we found a gunboat which M. De Bienville had brought from Biloxi with material for the construction of a fort. M. De Bienville in descending from Natchez on his route to Biloxi met, on the 16th of September, a small English frioate careened in a bend of the river about three leao-ues in circuit. He demanded of the captain what he was doing in the Mississippi, and if he was not aware the French had al- ready established themselves in this country. The English- man was much astonished, and replied that he was ignorant of the fact and soon after retraced his steps to the sea. It was from this circumstance that the bend of the river was after- ward called the English Turn. This frigate was commanded by Capt. Barr, and was fitted out in 1698 by the English with instructions to take possession of Louisiana and establish a colony on the banks of the Mississippi. INI. d'lberville commenced at this place the building of a fort, and placing his brother, M. de Bienville, in command, he returned to Biloxi, followed by two of our long boats and five French Canadians, who, hearing of our establishment at Biloxi, had come to trade with us. He made us row night and day until we reached the ships. He set sail for France on May 3, 1700. But before his departure he recommended j\I. de Sauvol to place twenty men under the command of M. le Sueur to go to the copper mines in the country of the Sioux about nine hundred leagues from the mouth of the river, and above the Fall of St. Anthony. It was at the village Bayou Goulas that Iberville found the following letter from Tonti to La Salle, dated April 20, 1685, which the Indian chiefs had carefully preserved : " Sir — Having found the column on which you placed the arms of France thrown down, I caused a new one to be erected about seven leagues from the sea. All nations have sung the Calumet. These people fear us extremely since your attack on theh' village. I close by saying that it gives me great un- easiness to be obliged to return under the misfortune of not having found you." Two canoes have examined the coast thirty leagues toward Mexico and twenty-five toward Florida. This chief of the Bayou Goulas had also some engravings, a New Testament, a gun and a letter which were given to him by M. de Tonti, all of which he had preserved with great care during these years from 1685 to 1700. PEATH or DE SOTO. 85 THE FIRST BOAT — 1541. The following is given as an authentic account of the first vessel built upon the banks of the Mississippi River by white men : — " Hernando DeSoto, in his expedition from Florida in 1541, discovered the Mississippi in this same year. He had with him 620 men and 223 horses. Upon his arrival at the great river he desired to cross to the western shore, and for this purpose he commanded his ofl5cers to have constructed four large pirogues, capable of carrjnng seventy or eighty men each and five or six horses. With these vessels he made the passage of the great river. DeSoto now determined to seek new Spain by traveling west, but after many months of great hardships he retraced his steps toward the great river, arriving at a point near the mouth of the Arkansas. Here, on may 21, 1542, he died. As soon as he was dead. Lays de Moscosa, his Captain General, commanded his body to be wound up in mantels, •wherein he was carried in a canoe and thrown into the midst of the river. After the burial of DeSoto Lays de Moscosa de Alvarado called together his followers and they determined to seek the sea by way of the great river and find the coast of Mexico. " The General then commanded them to commence building brigantines. He ordered them to gather all the chains to- gether, which every one had to lead Indians in, and to gather all the iron which they had in the camp, and to set up a forge and make nails, and commanding them to cut down timber for the brigantines. A Portuguese of Centa had learned to saw timber with a long saw, which for such purposes they had carried with them, and he did teach others, which helped him to saw the timber. And a Geneves, who had learned to build ships, with four or five Biscayan carpenters, who hewed the planks and other timbers, made the brigantines. And two caulkers, the one of Geneva, the other of Sardinia, did caulk them with a tow of an herb like hemp, and because there was not enough of it, they caulked them with the flax of the country. A cooper they had among them made for every brigantine two hogsheads, to hold water. The provision of the vessels was maize, the flesh of horses and hogs, which they dried for the voyages. On the 2d day of July they departed from the Arkansas with seven brigantines and 322 Spaniards. After twenty days descending the river they reached the 36 GOULD'S HISTORY OF RIVER NAVIGATION. sea, or Gulf of Mexico, The 18th of Jul}', 1543, they went forth to sea. From the time that they put out of the Ilia Grande or Mississippi until the}^ arrived in the River of Panuco, or Mexico, was tifty-two days. They came into the River Panuco the 10th of September, 1543. They went up the river, and in four days arrived at the town of Panuco; all of them were appareled in deer skins, tanned and dyed a dark color. After reUiaining at Panuco for some days the Viceroy of Mexico, Don Ant(tnio de Mendoco, sent an order that they should be brought to the City of Mexico ; upon their arrival atthecit}^ every provision was made for them by the Viceroy,, and those that desired it were sent home to Spain. <' This is a narrative by a gentleman of Elvas in 1557. WM. LONGSTREET ANTEDATES ROBERT FULTON SEVEN YEARS. A correspondent of the Savannah (Ga.) Recorder writes as follows : — "Atlanta, Ga., Sept, 1. " In looking over some of the letters on file in the archives of the State, I find one from Wm. Longstreet, the grand- father of Judge Longstreet, which I copy and send you. It will be seen by this letter that Wm. Longstreet, on the 25th day of September, 1790, pro})Osed and was running a steam- boat on the Savannah River, near Augusta, Ga., and this date was seven years before Fulton had his s«teamboat. " If this be true, Georgia, and not New York, is entitled to the credit of having the first steamboat in her waters : — *" Augusta, Ga., Sept. 2o, 1790. *' ' Sir — I make no doubt but you have often heard of my steamboat, and as often heard it laughed at. But in this I have only shared the fate of all other projectors, for it has uniformly been the custom of every country to ridicule even the greatest inventions until use had proved their utility. " ' In not reducing my scheme to practice has been a little unfortunate for me. I confess (and perhaps the people in general), but until very latel}^ I did not thiidv that either artists or materials could be had in this place sufficient. "' However, necessity — that grand source of invention — has furnished me with an idea of perfecting my plan, almost entirely with wooden materials, and by such workmen as may be got here; and, from a thorough confidence of its success,. 1 propose to ask your assistance and patronage. loxgstueet's letter. 37 " • Should it succeed agreeably to my expectation, I hope I shall discover that sense of duty which such favors always merit, and should it not succeed, your reward must lay with other unlucky adventurers. *' ' For me to mention to you all the advantages arising from such a machine Avould be tedious, and, indeed, unnecessary. Therefore 1 have t:d<:en the liberty just to state in this plain, humble manner, my wish and opinion, which I hope you will excuse, and I shall remain, either with or without your appro- bation, your Excellency's most obedient and very humble servant. Wm. Longstreet. *" To his Excellency Edward Telfair.' " " ST. PAUL'S SHIP. " TALES OF SHIPS AND SHIPPING. Under the above head Gath wrote in the Cincinnati En- quirer of a recent date as follows : "The first boats we suppose to have been hollow logs and rafts, and the ingenious Mr. Lindsay, who has made a long history of merchant shipping and ancient commerce, thinks that the Ark, if it ever existed, was simply a raft of stupend- ous size, roofed with a big warehouse, and, as described by Scripture, no bigger than the ordinary sailing vessels on the North Atlantic at the present time. The registered tonnage of the Ark was less than 15,000 tons, and therefore the Great Eastern was a colossus in comparison. " The old Assja'ian monuments show people crossing rivers on inflated skins. The early Britians appear to have used basket-work, around which they had flannel wrapped, or leather. It is said that bitumen from the Babylon region was exported to Egypt in vessels 1500 years before Jesus. Among the earliest vessels known here was one called the Balza, on the west coast of South America, a raft of logs which carried twenty tons. *' The Homeric vessels were only large open boats, with a kind of a half-deck inside to shelter some people. " Pounded sea-shells were first introduced into the seams and chinks of boats, and afterward pounded seeds, and finally pitch and wax. An old ship of Trajan, pulled up from a Roman lake, shows that the Romans also sheathed their ships. The names of punt and galley, skiff, etc., have a very high antiquity. The first vessels which carried horses were called Hipagogi. A picture of St. Paul's ship by Mr. Smith who 38 Gould's history of river navigation. was both a believer and a boat builder, sliows that she was somethino; like a life-boat or batteau, with a sort of railins: around her top, and two masts ; she carried a cargo of grain and 27G people; she probably had two decks besides a high poop and forecastle. " They steered vessels for a long time by means of oars, and the first vessels had square sails. The first anchors were big stones, but St. Paul's ship carried four ancliors. In the time of Alexander the Great they had chain cables for these anchors. The first important grain ships were built to carry Egyptian grain to Italy for the supply of the Romans. " Ancient mariners used the gnomen to get the leufrth of the sun's shadow at noon. " The Phoenician galleys often had fifty oars in them, rower s'tting above rower, with oars longer and longer, so that they all could pull at once; and they sometimes rowed twenty-six days without going ashore. * * * The river Nile has but few branches but many mouths; hence the mouths were worked out to make canals of them, and one of these canals was about 350 miles long, or about the size of the Erie Canal. The Egyptian sailors were Nile boatmen, and Herodotus says that there was 700,000 of these employed at one time, and they lived on the boats and held fairs and markets there. " The habit the Egyptians had of using the double yard to keep the sail flat was unconsciously adopted by the Americans, who by the same process beat the English with the yacht America. " The Egyptians put houses on their decks like American steamboats. After Alexander conquered Egypt the City of Alexandria became the New York of the Old \\'orld, and, like New York, a great lighthouse was put up, called Pharos, at Alexandria, which cost 800 talents. It had fires lighted in its top stories at night to guide ships. The port of Berenice was made on the Ked Sea to facilitate shipments across to^ Alexandria on the Meditei'raneau. " Though the Egyptians were poor sailors, the}^ built some good vessels, and one of these, owned by Ptolemy, is said ta have been 420 feet long, 57 feet beam and 72 feet in depth of hold, or about as big as the largest steamships of our day. A picture of this vessel represents her as steered by oars, with a straight gunwale, two or three decks on her poop and her bow rising high and elaborately carved. These figures are be- lieved to be wrong, at least as far as the depth of hold is con- cerned. *' A fine galley was built by one of the Ptolemys, which EGTPTION NAVIGATIAN. 39 contained their bed-chamber, and this vessel was 300 feet long, luxurious as a North river steamboat and contained col- onnades, marble stairs and gardens." A. CONDENSED HISTORY OF STEAM. •• About 280 years B. C, Hero, of Alexandria, formed a toy which exhibited some of the powers of steam, and was moved by its power. A. D. 540 an architect arranged several cauldrons of water, each covered with the wide bottom of a leather tube, which rose to a narrow top, with the pipes extending to the rafters of the adjoining building. A fire was kindled beneath the cauldron, and the house was shaken with the effects of the steam ascending the tubes. This is the first notice of the power of steam recorded. In 1543, June 17, Basca de Garay tried a steamboat of 200 tons with tolerable success at Barcelona, Spain. It consisted of a cauldron of boiling water and a movable wheel on each side of the ship. It was laid aside as impracticable. A pres- ent, however, was made to Garay. In 1630 the first railroad was constructed at Newcastle-on- the-Tyne. The first idea of a steam engine in England was in the Marquis of Worcester's " History of Invention," A. D. 1(JG3. ♦ In 1701 Newermann made the first steam engine in En- gland. In 17()4 James Watt made the first perfect steam engine in England. In 1766 Jonathan Hulls first set forth the idea of steam navigation. In 1778 Thomas Payne first proposed the application in America. In 1781 Marquis Jouffrey constructed a steamboat on the Saone. In 1785 two Americans published a work upon it. In 1789 William Symington made a voyage in one on the Forth and Clyde canal. In 1802 this experiment was repeated. In 1782 Ramsey propelled a boat by steam at New York. In 1789 John Fitch, of Connecticut, navigated a boat by steam on the Delaware." 40 GOULD'S HISTORY OF RIVER NAVIGATION. In 1784 Robert Fulton first began to apply his attention to steam . In 1783 Oliver Evans, a native of Philadelphia, constructed a steam engine to travel a turnpike road. The first steam vessel that crossed the Atlantic was the Savannah, in the month of June, from Charleston, S. C, to Liverpool. In the New Orleans Gazette of July 23, 1807, may be found the following advertisement: — *« For Louisville, Kentucky. *« THE HORSE BOAT, JOHN BROOKHART, MASTER. *« She is completely fitted for the voyage. For freight of a few tons only ( having the greater part of her cargo engaged), apply to the master on board or to " Sanderson & White." The trip was begun but never completed. Before arriving at Natchez some twelve or twenty horses were used up on the treadwheel, and the voyage was abandoned near that city. We republish this as an illustration of the expedients to which the earlier settlers of the Mississippi Valley were compelled to resort in carrying on commerce with the interior. It was easy enough to get from Louisville to New Orleans, and carry produce there, but getting the productions of the trop- ics to Louisville quite another matter. ** Virginia City, September 19. *' To THE Editor of the St. Louis Repuplican: " Dear iSir — Will you please inform me through the col- umns of your valuable i)aper when and whereabouts the steamboat " Sultana," used for transportmg of troops, was blown up. " By so doing you will oblige yours, very respectfully, " Ernest Braun, " Virginia City, Nevada." In the early part of the spring of 18B4 (it was about the 12th of March we believe), the steamer Sultana left Memphis late at night, with upwards of 2,400 souls aboard. When she had proceeded to a point just above a group of little islands called Paddy's Hen and Chickens, about seven miles above that city, it is believed the whole battery of five boilers ex- ploded at the same time. Subsequently the boat took fire and was burned to the surface of the water, and the hull sank EXPLOSION ON STEAMER SULTANA. 41 on a bar close to Bradley's Landing. By this terrible catastrophe more than two thousand lives were lost. It was the most destructive marine disaster that ever occurred since rivers and oceans have been sailed over by men. CHAPTEE X. COL. PLUG, MIKE FINK AND OTHERS. JN a book published at Louisville in 1852, " The History of Louisville," by Ben. Cassaday, may be found some in- teresting matter rehiting to the early navigation of the Ohio by barges and other primitive modes. "In the winter of this year (1780) commenced the first of anything like intercourse between this part of the Ohio and New Orleans. " Messrs. Tardinen and Honore, the latter of whom resided in this city until Avithin a few years, made the earliest trip from Brownville to New Orleans and subsequently continued to make regular trips from Louisville to the French and Spanish posts on the Mississippi. " Even previous to this, Col. Richard Taylor and liis brother Hancock Taylor, had descended from Pittsburg to the mouth of the Yazoo, and Messrs. Gibson and Linn, in 1776, had made a trip from Pittsburg to New Orleans with a view of procuring military stores for the troops stationed at the for- mer place. These gentlemen succeeded in their expectations, having obtained 15(3 kegs of powder, which arrived at the falls in 1777, was carried around them by hand and finally de- livered at Pittsburg. " These early attempts at navigation were soon succeeded by the constant and reguhir trips of the barges. Perhaps the most exciting and stirring scenes of Western adventure were connected with these peculiar craft." The bargemen were a distinct class of people, whose fear- lessness of character, recklessness of habits and laxity of morals, rendered them a marked people. Their history will hereafter form the ground-work of many a heroic romance or epic poem. In the earlier stages of this sort of navigation, the trips were dangerous not only on account of the Indians, whose hunting grounds boifnded their track on either side, but 42 Gould's history of river navigation. also because the shores of both rivers were infested with or- ganized bands of banditti, who sought every occasion to rob and murder the owners of these boats. Besides all this, the Spanish government had forbidden the navigation of the lower Mississippi by the Americans. And thus hedged in every way by danger, it became these boatmen to cultivate all the hardihood and wildness of the pioneer, while it also led them into the possession of that reck- lessness and independent freedom of manner which, even after the causes that produced it had ceased, still clung to, and formed an integral part of the Western bargeman. It is a matter of no little surprise that something like an authentic history of these wonderful men has never been written. Certainly it is desirable to preserve such history, and no book could have been undertaken which would be- likely to produce more both of pleasure and profit to the writer, and none which would meet with a larger circle of de- lighted readers. The traditions on the subject are, even at this recent period, so vague and contradictory that ii would be difficult to procure auj'thino; like reliable or authentic data in reijard to them. No story in which the baroemen figure is too improbable to be narrated. Nor can one determine what particular person is the hero of an incident which is in turn laid at the door of each distinguished member of the whole fraternity. Some of these incidents, however, will serve so well to give an idea of the peculiar characters of the bargemen, and possess so much merit in themselves, that they cannot be omitted here. Previous to referring to any of these anecdotes it may be interesting to introduce the following excellent description of the manner of navigating the Ohio and Mississippi prior to the introductionof steamboats. It is from the pen of Audubon, the celebrated ornithologist, whose death has caused a deep feeling of regret in all who know how to admire that union of simple goodness of character with greatness of mind and untiring energy of study, which he, perhaps more than any other American, posse>sed. The keel boats and barges were employed, says this extract, in conveying produce of different kinds, such as lead, flour, pork and other articles. These returned laden with sugar, coffee and dr}^ goods suited for the markets of Genevieve and St. Louis on the Upper Mississip})i, or branched off and as- cended the Ohio to the foot of the falls at Louii^ville. A keel boat was generally manned by a crew of ten hands, princi- pally Canadian French, and a patroon or master. These- AUDUBON'S ACCOUNT OF KEEL-BOATING. 43- boats seldom carried more than from twenty to thirty tons. The barges had frequently from forty to fifty men, with a patroon, and carried fifty or sixty tons. Both these kind of vessels were provided with a mast, a square sail, and coils of cordage known by the name of " cor- delles." Each boat or barge carried its own provisions. We shall suppose one of these boats under way, and having passed Natchez, entering upon what was called the difficulties of their ascent. Wherever a point projected so as to render the course or bend below it of some magnitude, there was an eddy, the returnins: current of which was sometimes as strono; as that of the middle of the great stream. The barge, therefore, rowed up pretty close under the bank and had merely to keep w^atch in the bow, lest the boat should run against a planter or sawyer. But the boat has reached the point, and the current is there, to all appearance, double strength, and right against it. The men, who have rested a few minutes, are ordered to take their station and lay hold of fheir oars, for the river must be crossed, it being seldom possible that such a point can be doubled and proceed along the same shore. The boat is crossing;, its head slanting to the current which is, however, too strong tor the rowers, and when the other side of the river has been reached, it has drifted perhaps a quarter of a mile. The men are by this time exhausted, and as we suppose it to be twelve o'clock, fasten the boat to a tree on shore. A small glass of whisky is given to each when they cook and eat their dinner, and after resting from their fatijijue for an hour, recommence their labors. The boat is seen asfain slowly advancing ajTainst the stream. It has reached the lower end of a sandbar, along the edge of which it is propelled by means of long poles, if the bottom be hard. 7\vo men, called bowsmen, reniain at the bow, to assist, in concert with the steersman, in managing the boat, and keeping the head right against the current. The rest place themselves on the land side of the foot-way of the vessel, put one end of their poles on the ground, and the other against their shoulders, and push with all their might. As each of the men reaches the stern, he crosses to the other side, runs alonof it and comes to the landward side of the bow, when he recommences the operation. The barge, in the meantime, is ascending at the rate not exceeding one mile the hour. The bar is at length passed, and as the shore is straight in sight on both sides, and the current uniformly strong ; the 44 Gould's history of river navigation. poles are laid aside and the men being equally divided, those on the riverside take to the oars while those on the other side lay hold of branches of willows or other trees, and thus slowly propel the boat. Here and there, however, the trunk of a fallen tree, laying partly on the bank and partly in the water, impedes their progress, and requires to be doubled. This is performed by striking into it with the iron points of the poles and gaff hooks, and propelling around it. The sun is now (|uite low and the barge is ao;ain secured in the best harbor within reach for the night, after having accomplished a distance of per- haps fifteen miles. The next day the wind proves favorable, the sails are set and the boat takes all the advantages, and meeting with no accidents has ascended thirty miles — perhaps double that distance. The next day comes with a very different aspect. The wind is right ahead, the shores without trees of any kind, and the cane on the bank so thick and stout that not even the cordelles can be used. This occasions a halt. The time is not altogether lost, as most of the men being provided with rifles take to the woods and search for the deer, the turkej'^ or the bear which are generally abundant. Three days may pass before the wind changes, and the advantages gained on the previous five clays are forgotten. Again the boat advances, but in passing over a shallow place runs on a log and swings with the current, but hangs fast, Avith her lea side almost under the water. Now for the poles; all hands are on deck, bristling and pushing. At length, towards sunset, the boat is once more afioat and is again taken to the shore where the Aveary crew pass another night. I could tell you of the crew abandoning the boat, and of numberless accidents and perils. But enough to say advanc- ing in this tardy manner, the boat that left New Orleans on the first of INIarch often did not reach the falls of the Ohio until the month of July — sometimes not until October — and after all this immense trouble it brought only a few bags of coffee, and at most one hundred hogsheads of sugar. Such was the state of things as late as 1808. The number of barges at that period did not amount to more than twenty or thirty, and the largest probably did not exceed one hundred tons burden. To make the best of this fatiguing navigation, I may con- clude by saying a bai-ge that came up in three months had done wonders, for, I believe very few voyages were made in that time. OUTLAWS ON THE OHIO. 45 CHAPTER II. IN this little history Mr. Audubon has said nothing of what was by far the most "dangerous danger," to which the crews of these crafts were exposed, This was the attack, open and fearless, as well as sneaking and treacherous, to the boat- men. The countr}' on both sides of the river from Louisville to the moulh of the Ohio, was almost an unpeopled wilderness. On the nortli side of the river from Fort Massac there lay a gang of these desperadoes, whose exploits need only the ge- nius of a Schiller to render them the wonder of the world and the admiration of those who love to gloat over tales of blood. There was an independence and a recklessness of life and of danger connected with these fellows, with a dash of spirit and humor, that would render them excellent malerial in the hands of a skillful novelist. But they lacked that high sense of honor, and that gentlemanly bearing, whirh made heroes of the robbers of the Rhine, of Venice, or of Mexico. Their plan of action was to induce the crew of the passing "broad- horn " to land to plaj' a game of cards (the favorite pas- time of the boatmen), and to cheat them unniercifully. If this scheme failed they would pilot the boats into a difficult place, or, in pretended friendship give them from the shore such direction as would not fail to run them on a snao; or dash them to pieces on some hidden obstruction. If they were outwitted in all this, they Avould creep into the boats when tiiey were tied up at night, and bore holes in the bottom, or scrape out the caulking. When the boat was sinking they would get out skiffs and crafts of all kinds and in the most philanthropic manner, come to save the goods from wreck; and save them tliey did, for they would row them up snuill creeks that led from swamps into the interior and no trace of them could afterwards be found; or, if somo hardy fellow dared to go in pursuit of his saved cargo, he was sure to find an unknown grave in the morasses. One of the most famous of these boatwreckers was Col. Fluger, of New Hampshire, who is better known in the West as "Col. Plug." This worthy gentleman long held undisputed sway over the quiet wreckers about the mouth of Cash Creek. He was sup- posed to possess the keys to every warehouse between thea place and Louisville, and to have them for his own privatt 46 Gould's history of river navigation. purposes on many occasions. He was a married man and be- came the father of a family. His wife's soubriquet was Pluo;gy, and like many others of her sex, her charms were a sore affliction to the Colonel's peace of mind. . Plug's lieu- tenant was suspected of making familiarity with Mrs. Colonel Plug. The Colonel's wise sense of honor was outraged, his fam- ily pride aroused. He called Lieutenant Nine-eyes to the field. " Dern your soul, do you think this sort of candlestick amraer (chindes- tine amour, he meant) will pass? If you do, by gosh, I will put it to you, or you shall to me." They used rities. The ground was measured, the affair waa settled in the most approved style. And they did put it to each other. Each received a ball in some flesh}^ part, and each admitted that he was satisfied. " You are all grit," said Col. Plug. " And you waded in like a real Keutuck," rejoined Nine- eyes. Col. Plug's son and heir, who was, very possibly, the sub- ject matter of dispute, and who was upon the ground, was ordered to place a bottle of whisky midway between the dis- putants. Up to this they limped, and over it they embraced, swearing they were too well used to these things to be plugged by a little cold lead. And Pluggy's virtue having been thus proved immaculate, the duel as well as the animosities of the parties ceased. Col. Plug, man of honor as he was, sometimes met with very rough treatment from the boatmen, whose half savage natures could ill appreciate a gentleman of his birth and breed- An instance of this is recorded by the same historian, upon whom we have drawn for the greater part of the account of the duel, A broadhorn from Louisville had received rouo^h usage from Plug's men the year before, and , accordingly, on their next descent, they laid their scheme of revenge. Sev- eral of the crew left the boat before they arrived at Plugs' domain, and quietly stole down the bank at its place of land- ing. The boat with its small crew was quietly landed. The men hospitably received, and invited to sitdown to a game of cards. They were scarcely seated and placed their money before them, when Plug's signal whistle sounded in their ears for an TRAGIC END OF COL. PLUG. 47 attack. The reserve corps of boatmen also heard it, knew its import and rushed to the rescue. The battle was quickly over. Three of Plug's men were thrown into the river and the rest fled, leaving their brave commander on the tield. Resistance did not avail him. Those worthless boatmen stripped him to the skin, and iorced him to embrace a sapling about the size of his Pluggy's waist, they bound him immovable to this. Then seizing the cowhide, each applied it until he was tired, and so they left him alone with his troublesome thoughts and with a yet more troublesome host of mosquitoes, which they could now get access to with ease. Pluggy, finding her lord besieged with those troublesome little fellows, sought to relieve and sympathize with him, but the only response she received was a curse. Not long after this Plug came to his untimely end. Just as a squall was coming up he was in a boat, whose crew had left it for an hour or two, engaged in the exercise of his profession, that is he was dii>o;ins the caulking: out of the bottom, when the storm came on rather prematurely, and broke the fast- nings of the boat. It began to sink, and after several vain efforts to reach the shore the valiant Colonel sank with the boat and was seen no more. This sketch of the character of the boatwreckers will pre- pare the reader for forming some idea of the boatmen who were their prey. Among the most celebrated of those every reader of western history will remember 3Iike Fink, the hero of his class. iSo many and so marvelous are the stories told of this man that numbers of persons are inclined altogether to disbelieve his existence. That he did live, however, does not admit of a doubt. ]Many are yet living who knew him personally. As it is to him that all remarkable stories of western river adventures are attributed, his history will form the only example here given to illustrate the character of the Western l)argeman. It is necessary, however, to observe that while Mike possessed all the characteristics of his class, a history of all the adven- tures attributed to him would present these characteristics in an exaggerated degree. Even the slight sketch here drawn cannot pretend to authenticity. For aside from the fact that, like other heroes, Mike has suffered from the exuberant fancy of his historians. He has also had in his own person to atone to posterity foi many acts which never came from under his hand seal. 48 GOULD'S HISTOKY OF KIVER NAVIGATION. As the representative, however, of an extinct class of mpn his ashes will not rise in indignation, even if he 4 'lain mTle the hero of - fields his valor never more " ° ' Mike Fuik was born in or near Pittsburg, where certain of bis relatives still reside. In his earlier cap icity he acted as an Ind.an spy and won great renown for himself by tie won Of ^^^ i;:::^^^t:?^^r^^ihi^t "- '^ ^--^^^^ And the enchanting music of the broadhorn soon allured Mm away from Pittsburg to try his fortune on the bro d Ohio He had earned to mimic all the tones of the boatman', horn, and he longed to go to New Orleans, whe i he e™d the people spoke French, and wore their Sunday clothes eterv day. He went, and from an humble pupil in his n r^fe' mf soon became a glorious master. Plote^.lon, When the river was too low to be mvio-ihlo \t;u^ ^ l- t.me in rifle-shooting, then so :^::^^£^f^^ Z^ t"kin":T^"^'""^'- ^"^^ ^" '''''^ - ^'^ -" his s^r ; s unde ! takings, he soon compassed his compeers. His skill wiffh« nfle was so universally acknowledged that wheneve mT i w present at a shooting-match for beef wh.Vh ? ?k ^^ was a perquisite for xAIike's skill VnT. u , ^'^'^ part. une ot the most ino-enious of tliP«o <-,.;^i i which affords a fair [idea of the spirit of reVaif.?!""" and beautiful flock of sheep gracing on the shore, and S MIKE FIMi AND THE SHEEP STORY. 49 in want of provisions, but scorning to buy them, Mike hit upon the following expedient: He noticed there was an eddy near the shore, and as it wa? now dark he moved his boat into the eddy and tied her fast. In his cargo there were some bladders of Scotch snuff. Mike opened one of these, and taking a handful of the contents he went ashore and catching five or six of the sheep, rubbed their noses very thoroughly with the snuff. He then returned to his boat and sent one of his men in a great hurry to the sheep owner's home to tell him he had better come down and see what was the matter with his sheep. In going down hastily in answer to Mike's summons, the gentleman saw a portion of his flock very singularly affected. Floating, bleating and rub- bing their noses againt the ground and against each other, and performing all manner of undignified antics. The gentleman was very sorely puzzled and demanded of Mike if he knew what was the matter with his sheep. " You don't know?" answered Mike very gravely. •'I do not," replied the gentleman. " Did you ever hear of the black murrain? " asked Mike in a confidential whisper. " Yes, " said the sheep owner in a terrified reply. *' Well that is it," replied Mike. "All the sheep up the river has got it dreadful. Dyin' like rotten dogs, hundreds a day." " You don't say so, " said the victim. " And is there no cure for it?" " Only one as I knows of," was the reply. "You see the murrain is dreadful catchen', and if you don't get them away as is got it, they will kill the whole flock. Better shoot them right off, they has got to die any way." " But no man could single out the infected sheep and shoot them from among the flock," said the man. " My name is Mike Fink," was the curt reply. And it was answer enough. The gentleman begged him to shoot the infected sheep and throw them in the river. This was exactly what Mike wanted, but he pretended to resist. "Itmoughtbe amistake," he said. " They will, maybe, get well. He did not like to shoot many sheep on his own say so. He had better go and ask some of his neighbors ef it was the murrian sure 'nuf." The gentle- man insisted and Mike modestly resisted until he was finally promised two gallons of old peach brandy if he would comply. His scruples, finally thus overcome, Mike shot the sheep, and threw them into the eddy, and got the brandy. 4 50 GOULD'S HISTORY OF RIVER NAVIGATION. After dark the men jumped into the water and hauled the sheep on board, and by daylight had them packed away and were gliding merrily down the stream. (This incident is bj'' some accredited to Wm, Creasy, a bargeman of the James river.) CHAPTEK XII. ANOTHER story is told of rather a different character of this resolute man. It occurred on the Mississippi river. A negro had come down to the bank to gaze at the passing boat, who had the singularly projecting heel, peculiar to some races of Africans. This peculiarity caught Mike's ej'e, and so far outraged his idea of symmetry that he determined to correct it. Accordingly he raised his riHe to his shoulder and fired, carrying away the offensive projection. The negro fell, cry ing murder, believing himself to be mortally wounded. jSIike was apprehended for this trick at St. Louis, and found guilty. But we do not hear of the infliction of any punishment. A writer in the Western Montldy IlevieiL\ for July, 1829, in a letter to the editor of that magazine, asserts that he himself has seen the records of this case in the books of the court, and Mike's only defense was, that the fellow could not wear a genteel boot, and he wanted to fix it so that he could. One of the feats with his rifle, of which he used to boast of, occurred somewhere in Indiana. Mike's boat was laying to, from some cause, and he had gone ashore in pursuit of game. As he was creeping along with the stealthy tread of a cat, his eye fell upon a fine buclv, browsing on the edge of a barren spot, a little distance off. Eepriming his rifle and picking the flint, he made his approach in his usual noiseless manner. At the moment he reached the spot at which he went to take aim, he spied a large Indian intent upon the same object, ap- proaching from a direction little different from his own. Mike shrank behind a tree with the quickness of thought, and keeping his eye upon the hunter waited the result with patience. In a few moments the Indian halted within fifty paces and leveled his piece at the deer. Instantly Mike pre- sented his rifle at the body of the savage, and at the moment smoke issued from the gun of the latter the bullet of Fink FINK, CARPENTER AND TOLBERT. 51 passed through the red man's breast. He fell dead, uttering a yell at the same instant the deer fell. Mike reloaded his rifle and remained in cover some minutes to ascertain whether any more enemies were at hand. He ascertained that the Indian and the deer were both dead, when he took the choice parts of the latter and returned to his boat, always thereafter claiming he had " killed two birds with one stone." After the introduction of steamboats on the western waters Mike's occupation was gone. He could not consent, however, altogether to quit his free, wild life of adventure, and accord- ingly, in 1822, he, together with Carpenter and Tolbert, who were his firmest friends, joined " Henry and Ashley's " com- pany of Missouri trappers, and with this company they pro- ceeded, the same year, to the mouth of the Yellowstone River. Here a fort was built and from this point parties of hunters were sent out in all directions. Mike, with his two friends and nine others, formed one of these parties, and pre- ferring to live to themselves, the}^ dug a hole in the river bluff, and here spent the winter. While here JNIike and Car- penter had ^ fierce quarrel, caused, probably by rivalry in the favors of a certain squaw. Previous to this time the friendship of these two had been unbounded. Carpenter was equally as good a shot as Mike, and.it had been their custom to [)lace a tin cup of whisky on €ach other's head and shoot it off at a distance of seventy yards with their rifles. This feat they had often performed and always successfully. After the quarrel, and the spring had returned, tliey revisited the fort, and over a cup whisky they talked over their difiiculty. and renewed their vows of amity, which was to be ratified by the usual trial of shooting at the tin cup. They skyed a copper for the first shot and Mike won it. Carpenter, who knew Mike thoroughly, declared he was going to be killed, but scorned to refuse the test. He prepared himself for the worst. He bequeathed his gun, pistols, wages, etc., to Talbot in case he should be killed. They went to the field and while jNIike loaded his gun and prepared for the shot, Carpenter filled a tin cup to the brim, and without moving a feature, placed it on his devoted head. At the target Mike leveled his piece. After fixing his arm, he took down his gun and laughingly cried. Then raising the gun again he pulled the trigger and in an instant Carpenter fell and expired without a groan. The ball had entered at the center of the forehead, about an inch and a half above the eyes. Mike coolly set down his 52 Gould's history of river navigation. rifle and blew the smoke out of it, keeping his eye fixed upon the prostrate body of his quondam friend. " Carpenter," said he, "have you spilt the whisky?" He was told that he had killed Carpenter. " It's all an accident," said he, " I took as fair a bead on the black spot on the cup as ever I took on squirrel's eye. How could it happen? " and he fell to cursing gun, powder, bullet and himself. In the wild country where they were the hand of justice could not reach Mike and he went unmolested. But Talbot had determined to revenge Carpenter, and one day, after sev- eral months had elapsed, when Mike, in a drunken fit, boast- ing in Talbot's presence that he had killed Carpenter inten- tionally, and that he was glad of it, Talbot drew out one of the pistols which had been left him by the murdered man, and shot Mike through the heart. In less than four months after this Talbot was himself drowned in attempting to swim the Titan river, and with him perished " the last of the barge- men." Mike Fink's person is described by the writer in the Western Montldy, before referred to: His weiglit was about one hundred and eighty pounds, height about five feet nine inches, broad round face, pleasant features, brown skin, tan- ned by sun and rain, blue but very expressive eyes, inclining to gray, broad white teeth, square brawny form, w^ell pro- portioned, every muscle of the arms, thighs and legs per- fectly developed, indicating the greatest strength and activity. His person, taken altogether, was a model for a Hercules, except as to size. Of his character, Mike himself has given the best epitome. He used to say: "I can out run, out hop, out jump, thrown down, drag out, and lick any man in the country. I am a Salt River roarer, I love the wiinen, and am, chock full of fight." LIFE OF EARLY BOATMEN. 63 CHAPTEE XIII. [From Sharf s History of St. Louis and County.] REFERRING to the character of the vogageurs or boatmen on the western rivers before the introduction of steam- boats, is the following: — "The'boatmen were a class by themselves, a hardy, adven- turous, muscular set of men, inured to constant peril and privation, and accustomed to severe and unremitting toil. For weeks, and even months at a time they saw no faces but their companions among the crew, or on some passing craft, and their days from daylight until dark were spent in con- stant toil at the oars, or poles, or tugging at the rope, either on the boat, or on shore, as they were employed, either at warping or cordelling. At night, after "tying up" their time was spent either in gaming, carousing, story telling, etc. — the amusement of the evening being varied not unfrequently by a fisticuff en- counter. The labor performed in their occupation was of the severest kind, and the constant and arduous exercise produced in most of them extraordinary physical development. So intense was the exertion usually required to propel and guide the boat, that a rest was necessary every hour, and from 14 to 20 miles was all that could be made ag-ainst the current. The sense of physical power, which naturally accompanied the steady exercise of the muscles inspired the average boat- man, not merely with insensibility of danger, but a bellicoseness of disposition, which seems to have been characteristic of his class. The champion pugilist of a boat was entitled to wear a red feather in his cap, and this badge of pre-eminence was univer- sally regarded as a challenge to all rivals. In summer the boatmen were usually stripped to the waist, and their bodies exposed to the sun were turned to the swarthy hues of the Indian. In winter they were clothed in buckskin breeches and blankets (capots), a grotesque com- bination of French and Indian styles, which gave their attire a wild and peculiar appearance. Their food was of the simplest character. After a seven days' toil, says " Moneth," at night they took their " fillie," or ration of whisky, swallowed their homely supper of meat 54 gotjld's history of river navigation. half burned and bread half baked, retiring to sleep they stretched themselves upon the open deck without coverings under the open canopy of heaven, or probably enveloped in a blanket until the steersman's horn called them to their morning tillie and their toil. Hard and fatiguing was the life of the boatman, yet it was rare that any of them changed their occupation. There was a charm in the excesses, in their frolics, and in the fightings which they anticipated at the end of the vo^^age which cheered them on. Of weariness, none would complain, but rising from his bed at the dawn of day, and reanimated by his morning draught,, he was prepared to hear the wonted order, " stand to your poles and set off." The boatmen were masters of the winding horn and the fid- dle, and as the boat moved off from her moorings, some, to cheer their labors, or '' scare off the devil and secure good luck," would wind the animating blast of the horn, which, mingling with the sweet music of the fiddle and reverberating along the shores, greeted the solitary dwellers along the banks with news from New Orleans. Levity and volubility were conspicuous traits of the boat- man's character, and while he was Willing to perform long and continued labor, he would render such service only to a " pa- troon " whom he respected. In fine, the average keel-boat- man was cool, reckless, even to the verge of rashness, and pugnacious, but, notwithstanding certain grave shortcomings,, an unmitigated hater of all darker shades of sin and wrong- doing;, such as robbing, murderins; for plunder, crimes in his day that weie frequently and boldly perpetrated along the sparsely settled banks and lonely islands on the Ohio and Mis- sissippi Rivers. The departure of a boat was an important event in the une- ventful life of the inhaltitants of Western towns. On such occasions it was customary for the friends to as- semble on the banks to bid axWeu to the voy a c/'-ios. Sometimes half the population of the village was present to tender their wishes for a prosperous trip." For years it was believed that no keel-boat could ascend the Missouri River. The rapidity of the current was supposed to present an insuperable obstacle to the navigation with such a craft. The doubt was settled by the energy of George Sarpy, who sent a keel-boat under Capt. I^a Brosse to try the difficult ex- periment of ascending the Missouri. The success of the un- CHARACTER OF KENTUCKY KEEL-BOATS. 55 dertakino; marked a sio;nal advance in Western river navigation, and supplied the merchants of St, Louis with new facilities for the transportation of goods, while it greatly extended the operations of boatmen and increased their numbers. Of the keel-boatmen, when classed by nativity, the Ken- tuckians bore the most unenviable reputation, on account of the fact that they were generally characterized by excessive recklessness and bellieoseuess, and we are told that so gloomy was the reputation of the Kentuckians, that travelers were liable at every place (except at the miserable wayside taverns) to have the door shut in their faces on applying for refresh- ments or a night's lodging. Nor would any plea or circum- stance alter the decided refusal of a matron or mistress, unless it might be the uncommonly genteel appearance or equipage of the traveler. For a similar reason, perhaps, badly built boats, with poor or injured plank in their bottoms, which had been sold to unsuspecting parties, were known as " Kentucky boats." " In 1802," says a writer on " Early Navigators," in a St. Louis paper, " A Mv. Winchester's boat struck a rock in the Ohio river, below Pittsburg a short distance, and one of her bottom plank being badly stove in, she sank immediately, hav- ing on board a valuable cargo of dry goods. The proprietor, not being on board at the time, conceived, when informed of the disaster, that it had been caused by the carelessness of the person to whom he had intrusted the care of the boat and cargo, and brought suit against him for damages. Indeed it was somewhat evident, from all that could be learned, that the patroon had no business in the neighborhood of the rock which sunk the boat, and could and should have avoided it. The defendant's position was somewhat gloomy, but his re- sources were equal to the emergency. The suit was before (Dr.) Justice Richardson, of Pittsburg, who himself had had some sad experience with " Kentucky boats," The defend- ant knowing, or having been informed of this, hired two men, went down to the boat and procured some pieces of the plank that had given way. On the day of the trial, after the plaintiff had, as every one thought, fully established his charges and demands, the justice asked the defendant if he had any rebutting evidence to offer. " Yes, your Honor, I have;" and reaching down under the seat, he drew out the pieces of plank above mentioned, and said: " I have no evi- dence, your Honor, except these pieces of plank which 1 can prove to your Honor are a part of the same plank the break- 56 Gould's history of river navigation. ing of which caused the siiikhig of the boat, which I say would not have occurred if the phmk had been reasonably sound. Look at them ; your Honor will find that it was my misfortune to have been i)laced in charge of one of these damned Kentucky boats." Without in any way noticing the blasphemous expression, the justice examined the pieces, which proved to be thor- oughly rotten and defective, unfit to be put anywhere, much less in the bottom of a boat. After hearing from the defend- ant's helpers, that those pieces were taken from the boat in question, and the identical place where she had broken, the court delivered its mind as follows : — " This court had the misfortune once to place a valuable cargo on a Kentucky boat, not knowing it to be such; which sunk and went down in 17 feet of water, this court believed by coming in contact with a yellow bellied catfish, there be- ing no snag, or rock, or other obstruction near her at the time. And this court being satisfied with the premises in this case doth order that the same be dismissed at the plaintiff's cost — to have included therein the expenses of the plaintiff's costs, in going to and returning from the wreck, for the pur- pose of obtaining such damnable and irrefutable evidence as this bottom plank has furnished." The bottom plank was deemed proof so conclusive and the prejudice against Kentucky boats in the minds of the public, and it was so ex- tended and settled that it was thought inadvisable to urge the suit any further. " Whatever may have been the law and the "practice in those days, all modern decisions in similar cases Avould have exon- erated the defendant, as the boat in question was undoubtedly unseaworth}^ although it would have been necessary, in the case cited by Justice Richardson, of the Pittsburg court, to have introduced some testimony to satisfy any court or jury as to the size and character of the yellow bellied catfish of that day. ARKIVAL. OF A FLOTILLA AT ST. LOUIS. 67 CHAPTER XIV. BESIDES the ordinary dangers of the treacherous currents, " cave-in3," shoals and snags of the Mississippi, and oc- casional assaults from prowling savages, the early boatmen were often called upon to face the more serious attacks of river pirates. Many a boat load of costly merchandise intended for the warehouses of St. Louis never reached its destination. The misdeeds of the robbers were not always limited to the seizure of goods. The proof of Aipine w'as often extinguished by the murder of the witnesses. The caves of the pirates were often rich with the spoils of a plundered commerce, and the depredations became more frequent in proportion to the impunity with which they w'ere committed. At last the interruption of trade became so gross and the danger to life so eminent that the Governor-General of Louisiana was constrained to take more effective steps for the suppression of the bandits. An official order excluding single boats from the Mississippi granted the privilege of navi- gation only io flotillas, that were strong enough to repel their assailants. The plan succeeded ; the pirates were ultimately driven from their haunts. The arrival at St. Louis in 1788 of a flotilla of ten boats was a memorable occasion in the annals of the village. It was the last year of Don Francisco Cruzat's second adminis- tration. In the year before, M. Beausoliel, a New Orleans merchant, had been captured by pirates, near the island that still bears his name, and subsequently escaj)ing, killed the pirates and recaptured his boat. He then returned to New Orleans and re- ported his experience to the governor, who thereupon issued the order that all boats bound for St. Louis the folio wins: spring should sail together for mutual protection. This was carried out and the flotilla des dix bateaux nuule the voyage, capturing at Cotton Creek the camp and supplies of the pirates, with a valuable assortment of miscellaneous plunder w'hich had been taken from many boats on previous occasions. In an advertisement published in 1794, the patrons of an es- pecial line of boats were assured of their safety. The state- ments which were made to allay apprehension, showed that the fear of the pirates was not then groundless. A large crew, skillful in the use of arms, a plentiful sup[)ly of muskets and ammunition, anequipment on each boat of six one-pound can- 58 Gould's history of river navigation. non,and a lOop-hole rifle-proof cabin for the passengers, were the means of defense which were provided, on which were based the hopes of security. So formidable an array of weapons was not well calculated to inspire timid natures with confidence in the safety of the voyage. The boatmen were very active in rooting out the nests of pirates, and not infrequently administered lynch law, in summary fashion. One of the most sanguinary incidents of this character was that which occurred in l.'^OO, Island 94, or Stack Island, or, as it is sometimes called, "Crow's Nest," 170 miles above Natchez, w^s notorious for many years as a den for the rendezvous of horse thieves, counterfeiters, rob- bers and murderers. It was a small island in the middle of " Nine Mile Reach." From thence they would sally forth, stop passing boats, murder the crew, or, if this seemed im- practicable, would buy their horses, flour, whisky, etc., and pay for them. Their villainies became notorious, and several years pur- suit by the civil officers of the law failed to produce any re- sult in the way of punishment or eradication. But they were at length made to disappear by the application of lynch law, from several keel boat crews. The full history of this affair has never been unfolded, and perhaps never will be. But for terrible retribution and complete annihilation outside of any authorized decrees, it never had its equal in any administra- tion of lyncl) law, the recitals of which cast so many shadows on the West and South. The autumn of 1809 had been marked by many atrocities on the i)art of the bandits of the "Crow's Nest." Several boats and their entire crews had disappeared at that point, and no traces could be found of them afterwards. The coun- try around and up and down the river, had been victim- ized and robbed in almost every conceivable form, by dep- redators, whose movements could be traced satisfactorily towards the Crow's Nest. At one time it occurred that several keel boats were concentrated at the head of Nine Mile Rea/ signed to [)ly reguhirly between that phice and Louisville once a month. And as she will draw when all her machinery is on board but two feet six inches, it is expected she will run all summer. If, however, she is found too large, other boats less bulky will be built, and she taken to a station below the falls, in the line to New Orleans. The steamboat Enterprise, built at Bridgeport, on the Monongahela, arrived- at Pittsburgh on the 8th, designed as a packet between that place and the falls of the Ohio. Her power was highly approved. She was tried against the cur- rent of the Monongahela, which was unusually high and ra])i(l at that season, and made three miles and a half per hour. She returned with the stream that distance in ten minutes. "ASTONISHING PASSAGE. The steamboat Vesuvius made the following passage from Pittsburgh to New Orleans: — From Pittsburgh to Shippingport, 67 hours and a half ; from Shippingport to Natchez, 125 hours and a half ; from Natchez to New Orleans, 33 hours. Total from Pittsburgh to New Orleans, 227 hours." — Niles' Weekhj Register, Vol. 6^ 1814. "The steamboat Vesuvius went from Pittsburgh to Louis- ville, 767 miles, in 'oli hours and 25 minutes, equal to 10 1-2 miles an hour. " The city of New York is enjoying immense advantage from those vessels as packets and ferryboats. Loaded wagons are hourly seen in that city from Long Island and New Jersey." " John L. Sullivan, of Boston, has obtained a patent for the use of steam, engine power in towing luggage boats, being a a new and useful application of steam engines, and put in practice by him on the Meiimack River. — Niles^ Weekly Register, Vol. 6, 1814. The steamboat Enterprise worked up from New Orleans to Bardstown, nearly 1,500 miles, in twenty-five days. It is calculated that the voyage by steamboats from New 94 Gould's history of river navigation. Orleans to Pittsburgh, about 2,300 miles, will be made in 36 days. " How do the rivers and canals of the old world dwindle into insignificance compared with this, and what a prospect of commerce is held out to the immense regions of the West by the means of these boats. It is thought that the freight from New Orleans to Louisville (at the falls of the Ohio) will soon, be reduced to $3.50 per hundred weight." — JSI lies' Register, Vol. 8, 1815. EARL OF LIVERPOOL. ** Lord Sheffield, if I mistake not, is now nicknamed the * earl of Liverpool,' declared that the western part of the United States never could become commercial. Let his lordship take a map and trace the course of rivers from New Orleans to Brownsville and then read the following from a late newspaper published at the latter called the Brownsville Telegraph ;" — " Arrived at this port (my \oYA-port), on Monday last the steamboat Enterprise, Shrieve, of Bridgeport, from New Or- leans in ballast, havino; dischanred her cars^o at Pittsburo;h. She is the first steamboat that ever made the voyage to the mouth of the Mississippi and back. She made the trip from from New Orleans to this port in fifty-four days, twenty days of which were employed in loading and unloading freight at the different towns on the Ohio and Mississippi. So she was only thirty-four days in actual service in making her voyage, which our readers will remember must be performed against powerful currents, and is upwards of 2,200 miles in length." Niles' Register, Vol. 8. " Last Saturday evening steam was first tried on the steam- boat ' Dispatch,' another steamboat lately built at Bridge{)ort, and owned, as well as the Enterprise, by the Monongahela and Ohio Steamboat Company. We are ha{)py to learn she is likely to answer the most sanguine expectations of the inge- nious, Mr. French, the engineer, on whose plan she is con- structed." It is expected when her works are in complete operation, she will pass through the water at the rate of nine miles an hour. — Niles' Register, Vol. 8. Whatever may be said of the wonderful achievements ob- tained by steam at that early date, judging from the above and other records made at that time, no practical man at the present period will fail to notice that there has been quite as much improvement in the facilities for handling freight or in IMPROVEMENT IN HANDLING FREIGHT. 95 the time consumed in handling it on a trip, as there has been in the speed of steamboats. The idea of spending twenty days in taking in and putting out freight on a trip from New Orleans to Pittsburgh, and that with a boat of but 400 tons capacity, will hardly do justice to the well known reputation of Capt. H. M. Shreve, although he probably done more than any other individual in improving and developing the steaniboat interests of the South and West. CHAPTER XXir. OHIO FALLS PILOT. IN 1792, the office of Foils Pilot was created by law in con- sonance with the following preamble to the act, " Whereas ojreat inconveniences have been experienced and many boats lost in attempting to pass the rapids of the Ohio, for the want of a pilot, and from persons offering their services to strangers to act as pilots, by no means qualitied for this business. The office was a{)pointed at Louisville, Kentucky, by the Jefferson County Court, and the rate of pilotage fixed by the 4ict, was two dollars for each boat, while all other persons were forbidden to attempt to perform this service under a penalty of ten dollars. In McMuylvie''s kS ketches of Louisville, published in 1819, an interestino; and valuable account is oriven of the introduc- tion of steam navigation and its effect upon commerce and the settlement of the Mississippi Valley. In chapter 8, page 193, on the subject of navigation and commerce, he says: — " Tlie increase of the navigation and commerce of Louis- ville and Shippingport since the year of 1806, is, perhaps, un- paralleled in the history of nations. At that time six keel- boats and two barges — the one of thirty tons, belonging to Reed, of Cincinnati; the other of forty, belonging to Instom, ■of Frankfort, sufficed for the carrying trade of the two places. Whereas, at the present moment there are, exclusive of barges, keel-boats, etc., \i\)\\'Jivds oi twe)dy-five steamboats employed in that business, whose united burthen is equal to six thou- sand and fifty tons. This is a iiattering and unequivocal proof of their prosper- ity, and gives us a glimpse of what they will be fifty years 96 GOULD S HISTORY OF RIVER NAVIGATION. hence. The application of steam for purposes of navigation constitutes a brilhaut and important era in the annals of our country, and although Fulton was not the original inventor (for it had been repeatedly essayed before his time in En- gland, France, and in this country, but without success), yet is his merit not the less on that account, as it requires more courage to persevere in effecting an object, which, from the constant failure of others seems to be impracticable, than to try a new experiment. Why has he not a statue? Next to Fulton, the country owes a vast debt of gratitude to Capt. H. M. Slireve, of Portland. It is to his exertions, his example, and let me add, to his integrity and patriotic STEAMER WASHINGTON. purity of principle, that we are indebted for the present flour- ishing state of navigation. Having been long convinced that the overpowering patent of Fulton and Livingston, which granted them the exclusive privilege of navigating by steamboats all the rivers of the United States for fourteen years, no matter in what manner the steam operated, was illegal, and consequently of no effect, he determined to bring the point to issue. Accordingly on the first of December in 1814, he embarked on the Enterprise for New Orleans, where he arrived on the 14th of the same month. Immediately on landing he applied to counsel and procured CAPTAIN SHREVE DECLINES TO C03IPR0MISE. 97 bail, in case of seizure, which took phice the next day. Bail was entered and a suit commenced against the vessel and owners in an inferior court, where a verdict was found for the defendants. The case was now removed by a writ of error to the Supreme Court of the United States, at which time the Enterprise left New Orleans and arrived at Shippingport. Before the question was decided by this tribunal, Capt. Shreve, returned to New Orleans with the Washington, a beautiful boat of 400 tons, which, as was expected, was also seized by the company to wdiom she was abandoned without any difficulty. Upon application, however, to the court, an order was olDtained to hold the company to bail, to answer to the damages that might be sustained by the detention of the vessel. To this it demurred, and began to feel the weakness of its case, and foreseeing the downfall of its colossal patent, it re- peatedly offered through its counsel and individual members of the company to admit Capt. Shreve to an equal share with itself in all the privileges of the patent-right, providing he should instruct his counsel so to arrange the business that a verdict might be found against him. In vain this tempting bait, I had almost said bribe, was proffered. It was rejected with scorn and indignation, and the affair left to justice, whose sword, with one blow, forever severed the linith of May, and arrived at Shii))Mng- port on the oOth, twenty-tive days out, being the first steam- boat that ever arrived at that port from New Orleans. She then proceeded on to Pittsburgh and the command was given to D. Worley, who lost her in Rock harbor, at Shi[)i)ing- port. Fifl/i boat, the " ^Etna," 340 tons, built at Pittsburgh and owned by the same company as the Vesuvius, left Pitts- burgh for New Orleans ]March, 1815, undercharge of Capt. A. Gale, and arrived at that port in April following; was placed in the Natchez trade. Was then placed under the command of Capt. Robinson De Hart, who made six tri})S on her to Louis- ville. The S2xt/i boat was the"Zebulon M. Pike," built by Mr. Prentice, of Henderson, Kentucky, on the Ohio River in 1S15. The Pike deserves especial mention, as she was the tirst boat to ascend the Mississippi River above the mouth of the Ohio, and the first to touch at St. Louis. Her first trip was made in the spring of 1815 to Louisville, Ky., two hundred and fifty miles in sixty-seven hours, making 3| miles per hour against the current. On her voyage to St. Louis she was commanded by Capt. -Jacob Read. The hull, says Professor Waterhouse, was built on the model of a barge. (That is presumed to mean that she was built on a barge.) The cabin was built on the lower deck in- side of the " running boards." 1'he boat was driven by what was called a low pressure en- gine, with a walking beam. The wheels had no wheel houses and she had but one smoke stack. In rapid current the crew reinforced steam with the impulse of their own strength. They used the poles and running boards just as in the }>ush boat, navigation of barges. The boat only ran in daylight, and was six weeks in making the tri]) from Louisville to St. Louis. It landed at the foot of Market street Auiiust 2nd, 1817. AIM'.IVAL OF THE PIKE. 103 The inhabitants of the vilhiije irathcred on the bank to wel- come the novel visitor. Among them was a group of Indians. As the boat approached, the glare from the furnace, and the volunae of murky smoke filled the Indians with dismay. They Hed to the high ground in the rear of the village, and no assurances of safety could induce tliem to go nearer the <>hject of their fears. They ascribed supernatural to a boat that could ascend a rapid stieam without the aid of sail or oar. 'i'heir super.stitious imaginations beheld a monster breathing flame and threatening the extinction of the red man. In a symbolic sense their fancy was prophetic, the progress and civilization of wiiich the steaniboat may be taken as a type, \n fast sweeping the Indian race into the grave of buried nations. The first notice we have of the expected arrival of the " Pike " at St. Louis is the following announcement in the Missouri Gazelle of 14th of July, 1817: — "A steamboat is expected here to-morrow from Louisville. There is no doubt but what we shall have regular communica- tion, or at least with the mouth of the Ohio by a steam packet." On the 2d of August the Gazette published this notice: — The steamboat Pike will be ready to take in freight to- morrow for Louisville, or any town of the Ohio. She will sail for Louisville on Monday morning, the 4th of August, from 10 to 12 o'clock. For freight or passage apply to the master on board. Jacob Rkad, Master. The return trip of the Pike is also mentioned in the Gazette of September 2d as follows : The steamboat Pike will arrive in a day or two from Louisville. This vessel will ply regularly between that place and this, and will take in her return cargo shortly after her arrival. Persons who may have freight, or want passage for Louis- ville, or any of the towns on the Ohio, will do well to make early application to the master on board. On her passage from this to Louisville, she will stop at Herculaneum where Mr. M. Austin will act as agent. Also at Ste. Genevieve and Cape Girardeau, at the former place Mr. Le Macellieu, and at the latter Mr. St«Mnbeck will act as ajrents, with whom freiirht may be deposited and shipped. Persons waiting passage on this vessel may apply as above. She will perform her present passage to and from Louisville in about four weeks and will always afford a safe and expeditious passage for the trans- portation of freight^nd passengers." Jacob Read, Master. 104 Gould's history of river navigation. Again on the 22cl of November, the Gazette announced that the steamboat " Pike," with passengers and freight, arrived here from Louisville. The Pike had capacit}' for thirty-seven tons old govern- ment tonnage. She made a trip to New Orleans and several between Louisville aiid Pittsburgh, after which she was eno-aged in the Red River trade and snagoed in March, 1818.- The seventh boat on the Mississippi was the " Dispatch," twenty-five tons. She was built at Brownsville, Pa., by the same company that owned the Enterprise and under French's patent. She made several trips from Pittsburgh to Louisville, a,nd one to New Orleans and back to Shippingport, where she was wrecked and her engine taken out. She was commanded bv Captain J. Gregg. The eig//fh boat was the " Buffalo," 300 tons, built at Pitts- b ngh by Benjamin H. Latrobe, Sr., the distinguished archi- t ".t-oh iie Capitol at Washington. She was afterwards Sold I- ei, J's sale, at Louisville, for $800. ,i >j find in the American Weekly Messenger, published in ladelphia, July 2d, 1814, the following letter which relates to the circumstances of the launch of the steamboat " Buf- falo:"— Pittsburgh, June 3, 1814. We omitted to mention that the steamboat " Buffalo " was safeiy launched on the 13th from the yard of Mr. Latrobe. This boat, which was intended to complete the line of steam- boats from New Orleans to Pittsburgh, is a fine and uncom- monly well built vessel, of two hundred and eighty-five tons burden, car[)enter's measurement, and is intended to trade reg- ularly between Louisville and Pittsburgh, once a month, as long as the water will admit. She has two cabins and four state-rooms for private families and will conveniently accom- modate 100 passengers with beds. Should it be found that her draught of water, which will be about thirty inches, when her machinery is on board, is too great for the summer mouths, it is intended immediately to put on the stocks another boat, or boats of smaller draught and less bulky construction. It is expected the "Buffalo" will be finished in time to bring up the cargo of the "Ve- suvius " from New Orleans. A succeeding number of the Weekhj American MagazinCt contains the following items from St. Louis: — St. Louis (I. T.), July 2d, 1814. " On Sunday last an armed boat arrived from Prairie da Chien, under command of Capt. John Sulivan, with his com- GUNBOAT AT ST LOUIS IN 1814. 105 pany of militia and thirty-two nieu from the gunboat 'Governor Chirk,' their terms of service (sixty days), having expired, Capt. Zeizer, who commands on board the ' Governor Chirk, ' off Prairie du Chien, reports that his vessel is completely manned, that the fort is finished, chris- tened ' Fort Shelb}',' and occupisd jy the regulars, and that all are anxious for a visit from Dickson and his red troops. The Indians are hovering around the village, stealing horses, and have been successful in obtaining a prisoner, a French- man, who had gone out to look for his horses. Ninth boat, the " JamesMouroe," one hundred and twenty tons, built at Pittsburgh, by Mr. Latrobe, and owned by a company at Bayou Sara, and run in the Natchez trade. Tenth boat, the " Washington, " 400 tons, a two deck«r, built at Wheeling, constructed and partly owned by C ot. Henry M. Shreve. The engine of the Washington was :'t at Brownsville, Pa., under the immediate direction !: ■ ^^'^ Shreve. Her boilers were on the upper deck, being ^^? boat on that plan, a valuable improvement by Capt. Shr which is still in general use. The Washington crossed the falls of the Ohio in September, 1816, under the command of Capt. Shreve, bound for New Or- leans, and returned to Louisville during the following winter. In the month of March, 1817, she left shippingport a second time and proceeded to New Orleans and returned to Shipping- poit, being absent only forty-five days. This was the trip that convinced the despairing public that steamboat navigation would succeed on Western waters. Eleventh boat, the "Franklin," 125 tons. Built at Pitts- burgh by Messrs Shiras & Cromwell, engine b}'' George Evens; left Pittsburgh in December, 1816, was sold in New Orleans and was subsequently employed in the Louisville and St. Louis trade. She was sunk in the Mississippi, near St. Genevieve, in 1819, on her way to St. Louis, commanded by Capt. Revels. Twelfth boat, the "Oliver Evans " ( afterwards the Con- stitution), built at Pittsburgh by George Evans. The engines of his patent. She was but seventy tons burden. She left Pittsburgh for New Orleans December, 1816. She burst one of her boilers in 1817, off Point Coupee, by which eleven men lost their lives, principally passengers. Owned by George Sultan and others of Pittsburgh. Thirteenth boat, the "Harriot," forty tons. Built at Pittsburgh, constructed and owned by Mr. Armstrong, of Williamsport, Pa. She left Pittsburgh October, 1816, and 106 GOULD S IllSTOUY OF KIVER NAVKJATION. crossed tho falls in March, 1871, made one trip to New Orleans and subsequently ran between that place and Mussel Shoals, Tennessee river. Fouvteentli boat, the " Kentucky," eijrhty tons. Built at Frankfort, Ky. Owned by Hanson & Beswell. Was engaged in the Louisville trade. Flftccndi boat, the " Governor Shelby," ninety tons. BuiU at Louisville. Engines by Bolton & El)olt, of England. In I.SU) she was running very successfully in the Louisville trade. Sixteenth boat, the " New Orleans, " 300 tons. Built at Pittsburgh by Fulton & Livingston in 1817, for the Natchez trade. Sunk near Baton Rouge, but was raised, and sunk again near New Orleans in February, 1819, about two months after her tirst sinking. Seventeenth boat, the " Vesta, " 100 tons. Built at Cin- cinnati in 1817, and owned by Messrs Bosson, Cowdin & Co. She plied regularly between Cincinnati and Louisville. Eighteenth boat, the" George Madison, " 200 tons. Built at Pittsburgh in 1818, by Messrs Voories, Mitchel, Rodgers & Todd, of Frankfort, Ky. Was engaged in the Louisville trade in 1811). ■ Nineteenth boat, the "' Ohio" 443 tons. Built in New Albany, Ind., in 1818, by Messrs. Shreve & Blair, in the Louisville trade. Ticentietli boat, the "Napoleon," 322 tons. Built in Shippingport, 1818, by Messrs. Shreve, Miller c^ Brecken- ridge, of Louisville. Engaged in the Louisville trade. Ticent //-first boot, the *"' Volcano," 250 tons. Built at New Albany by Messr>. John iSc Robinson de Hart in 1818. Fhe was purchased in 1819 by a company at Natchez, and run from that port to New Orleans. Twenti/second boat, the "General Jackson," 150 tons. Built at Pittsburgh in 1818, and owned by R. Whiting of that place, and General Carroll, of Tennessee ; in the Northern trade. Tirenty-third boat, the "Eagle," 70 tons. Built in Cincin- nati in 181S, and owned by James Berthoud & Son, of Ship- ping-port, Kentucky, in the Natchez trade. Twentij-fouvtli boat, \\\e " Hecla, " 70 tons. Built at Cin- cinnati in 1818. and o\yned by Messrs. Honorus & Barbaror, of Louisville, Kentucky: in the Louisville trade. Ttrtntii-Jifth boat, " Flenderson, " 85 tons. Built at Cin- cinnati in 1818. and owned by Messrs. Bowers, of Henderson,. Kentucky, and lun in the Louisvillo and Henderson traile. fliiar PASSENGER BOAT. 107 Twenty-sixth boat, the "Johnston," 80 tons. Built at Wheeling, Va., in 1818, and in 1819 engaged in the Yellow- stone expedition. Twe)iti/-seventh boat, the "Cincinnati," 120 tons. Built- at Cincinnati in 1818, and owned by Messrs. Paxton & Co., of New Albany, Indiana, in the Louisville trade. Twenfy-dglitk boat, the "Exchange," 200 tons. Built at Louisville in 1818, and owned by David S. Wood, of Jeffer- son County, Kentucky, in the Louisville trade. Tioenty-nintli boat, the "Louisiana," 45 tons. Built at New Orleans in 1818, and owned l)y Mr. Duplesa, of New Orleans, in the Natchez trade. TA{/-o^'^ the " James Ross, " 330 tons. Built in 1818 at Pittsburgh, and owned by Messrs. Whiting & Stackpole, of that place, and engaged in the Louisville trade. Thirty-firHt boat, the "Frankfort," 320 tons. Built at Pittsburgh in 1818, and owned by Messrs. Vorrhies & Mit- chil, of Frankfort, Kentucky, in the Louisville trade. Thirty-second boat, the " Taraolane, " 320 tons. Built at Pittsburgh in 1818, and owned by Bogart & Co., of New Yoi'k, engaged in the Louisville trade. Thirty-third boat, the " Perseverance, " 40 tons. Built at Cincinniiti in 1818, and owned at that place. Thirty-fourth boat, the " St. Louis, " 220 tons. Built at Ship])ingport, Kentucky, in 1818, and owned by Messrs. Herres, Douglass, Johnston and others; in the Louisville trade. Thirty-fifth boat, the " General Pike," built at Cincinnati in 1818, intended to ply between Louisville, Cincinnati and Maysville as passenger packet, and owned by a company in Cincinnati. She was the first steamboat built on "Western waters for the exclusive conveyance of passengers. Her accomodations were ami)le. Her apartments spacious and convenient. She measured 100 feet keel, 25 feet beam, and drew only 39 inches of water. Her cabin was forty feet in length, and in breadth 25 feet. At one end was six state rooms, at the other end eiirht. Between the two state rooms was a saloon forty by eighteen feet, sufficiently large to accomodate 100 passengers. The "Pike" was built as an opposition boat to the " Vesta, '* which was built in 1817. The rivalry of these boats gave rise to a slang phrase, which held its place with the boys at that period, and outlived the career of both boats. There are old citizens of Cincinnati now living, if they will carry their memories back to the " twen- 108 GOULD S HISTORY OF RIVER NAVIGATIOX. ties, " will remember the boys in the streets and through the commons crying, " go ahead; Vesta, the Pike is coming." Thirty-sixth Aoa/, the " Alabama, " 25 tons. Built on Lake Ponchartrain in 1818 for the Red River trade. TJdrty-Heventh boat, the "Calhoun," 80 tons. Built in 1818, at Frankfort, Kentucky, and afterwards employed in the Yellow Stone expedition. Thirty-eighth and thirty-ninth boats, the " Expedition, " 120 tons, and the "Independence," 50 tons, built at Pitts- burgh. Both of which were intended for the Yellow-stone expedition. The Independence was the first steamboat that undertook to stem the strong current of the Missouri. They both arrrived at Franklin ( Boons Lick ), Howard County, 200 miles up the river from its mouth, in the month of June, 1819. Fortieth boat, the " Maid of Orleans, " 100 tons. Built at Philadel})hia in 1818, and owned by a company in New Or- leans, and afterwards ( in 18U> ), engaged in the St. Louis trade. She was constructed both for river and sea navigation, the latter by sails, and the former by steam power. She arrived at New Orleans schooner rigged, ascended the ^Mississippi by steam and was the first vessel that ever reached St. Louis from an Atlantic port. Forty-first boat, the " Ramapo " 60 tons, built in New York in 1818, and in 1819 was emploj^ed in the Natchez trade. Forty-second boat, the "M'-bile" 150 tons, built in Prov- idence, Rhode Island, in 1818, owned in Mobile, and in 1819 was engagod in the New Orleans and Louisville trade. Forty-Uiird boat, the "Mississippi," 400 tons, built in New Orleans in 1818, arrived at Havana in February, 1819. She was intended to ply between Havana and Matanzas. Forty-fourth boat, the " Western Engineer, " built on the Monongahela river in 1818 - 19, descende^l the Ohio river about the first of May, 1819, and afterwards ascended the Missouri rjver in connection with the government exploring expedition. The object of this expedition was principally to make a cor- rect military survey of the river and to fix upon a site for the establishment of a military post at, or near the junction of the Yellow-stone and the Missouri, and to ascertain the point where the Rocky Mountains are intersected by the 49th de- gree of latitude, wdiich formed the western boundary between the possessions of Great Britain and the United States, and to inquire into the " trading capacity and genius of the various tribes through which it may pass." The olhcers employed on this duty were Major S. H. Long, EXPLORATION OF THE MISSOURI RIVER. 109 of the United States Engineers, Major Thomas Biddle, of the United States Corps of Artillery and Messrs. Graham & Swift. The boat was completely equipped for defense and was manned by a few troops. The " ^\'estern Engineer" drew only thirty inches of wa- t^. She was well built and the bottom was fastened with copper and had a serpent's head on her bow through which the steam passed, presenting a novel appearance. This expedition was organized for the purpose of exploring the country on the Missouri river, and had a full complement of scientific officers of the government, among which were topographical engineers, mineralogists, botanists, geologists, ornithologists, landscape painters, etc. The " Western Engi- neer " was only 75 feet long, and 13 feet beam, and stern wheel. Forty-fifth boat, the "Rifleman " 2o0 tons. Built at Louis- ville in 1819, owned by Butler & Bamers, and ran in the Louisville trade, Forty-sixtli boat, the "Car of Commerce" 150 tons. Built at Pittsburgh in 1819, owned by W. F. Patterson & Co., of Louisville, and engaged in the trade of that place. Forty-seventh boat, the " Paragon," 37(>tons. Built at Cin- cinnati in 1819, by Wm. Parsons, and owned by Wm. Noble and Robert Neilson, engaged in the Louisville trade. Forty-eightli boat, the " Maysville, " 150 tons. Built in 1819, and owned by citizens of Washington, Kentucky, and Maysville. Forty-ninth boat, the "Columbus," 460 tons. Built at New Orleans in 1819, and owned there. She was employed in the Loaisville trade. Fiftieth boat, the " General Clark, " 150 tons. Built and owned by a company in Louisville. Fifty-iirst boat, the " Vulcan, " 300 tons. Built at Cincin- nati, 1819, for the New Orleans trade ; owned by citizens of Cincinnati. Fifty-second &ort<, the" Missouri, " 175 tons. Built at New- port, Kentucky, 1819; owned by the Messrs. Yeatmans, and designed for the St. Louis trade. Fifty-third boat, the "New Comet," 100 tons. Altered from a barge, owned at Cincinnati and intended for the New Orleans trade. Fifty-fourth boat, the " Newport, " 50 tons. Built at that place and owned in New Orleans in 1819, and engaged in the Red River trade. Fifty-fifth boat, the "Tennessee," 400 tons. Built at 110 GOULD'S HISTORY OF RIVER NAVIGATION. Cincinnati in 1819; owned''.|)j*^a company in New Orleans and Nashville and employed in the Louisville trade. She was sunk in 1823, in the Mississippi River, by which sixty odd persons were lost, some of them people of distinction. This disaster caused great excitement throuo;h the country and deterred many from traveling on steamboats for a long time. Fifty-sixth boat, the " General Robinson," 250 tons. Built at Newport, Ky., in 1819, for a company in Nashville, and run in that trade. Fifty -seventh boat, the " United States," 700 tons. Built at Jeffersonville, Ind., for the Natchez trade in 1819, owned by Hart and others. She was the largest steamboat that had ever been built up to that time for Western waters. Fifty -eighth boat, the " Post Boy," 200 tons. Built at New Albany, Ind., in 1819, owned by H. M. Shreve and others, and run from Louisville to New Orleans. She was one of the packets employed by the post-o£Bce department to carry the mail between those places according to an Act of Congress, passed March 1819. By this Act the expense was not to exceed that of carrying it by land. Fifiy-niuth boat, the " Elizabeth," 150 tons. Built at Salt River, Ky., in 1819, owned by a company at Elizabeth, Ky., and engiiged in the New Oilcans trade. Sixtwth boat, the " Fayette," 150 tons. Built in 1819, owned by John Grey and others and engaged in the Louis- ville trade." From the numerous lists of boats published by as many historians, I have selected the foreo;oin<2: from " Sharf's His- tory of St. Louis," as being more extended and probably quite as correct as that of any other, although it lacks de- tail in specifications; but it is sufficiently so for all practical purposes, I presume, at this late period. A noticeable feature in this long list of pioneer steam- boats is the numerous points that were selected to build them and the great nural)er of persons that were ready to em- bark in the new enterprise. Hardly any owners named, appear as such in any two boats. Even Fulton and Livingston who built the first boat, the " New Orleans," subsided very soon after the courts refused to legalize the authority they claimed, under some State enactments for the exclusive right to navigate the Mississippi, for the term of twenty-five years. The same result occurred to them, in the claim they set up for the exclusive right to navigate with steam, the waters of the State of New York. CAFT. SHREVE AT BATTLE OF NEW ORLEANS. Ill CHAPTER XXy. CAPT. H. M. SHREVE seems to have been about the only one who figured in the different boats named, in the sixty heretofore mentioned. The >St. Louia Rppvhlican of March 7, 1851, thus notes the death of this eminent steamboatman: " This worthy citizen died at the residence of his son-in-law in this city yesterday. He was for nearly forty years closely identified with the commerce of the West, either in flat-boat or steamboat navigation. During the administration of Adams, Jackson and Van Buren, he filled the post of United States Superintendent of Western River Improvements and by the steam snag-boat, of which he was the inventor, contributed largely to the safety of Western commerce. To him belongs the honor of demon- strating the practicability of navigating the Mississippi with steam-boats. He commanded the first stearabont that ever ascended that river, and made several valuable improvements, both of the steam-engine and of the hull and cabins of West- ern steamboats. While the British were threatening New Orleans in 1814-15 he was employed by Gen. Jackson in several hazardous enter- prises, and during the battle on the 8th of January, served one of the field-pieces which destroyed the advancing column of Gen. Keane. His name has become historically connected with Western river navigation, and will long be cherished by his numerous friends throughout this valley." Up to 1817 there seems to have been but few boats built. But little confidence was felt by the public in the practicability of navigating these rivers by the use of steam, until Capt. Shreve made the trip from New Orleans to Louisville with the " Washmgton" in twenty-five days, in 1817, and the round trip from Louisville to New Orleans and back in forty-five days. From that time forward there seemed no doubt of the result, and boats multiplied rapidly. Every town on the Ohio river, and some on the tributaries, were ready, and even anxious to establish a «' boat yard." Many succeeded, and built one or more boats and the supply was soon greater than the demand. The result was as might have been expected and only the *' fittest survived," and many of them were shortlived. Still, 112 GOULD S HISTORY OF RIVER NAVIGATION. with few exceptions, there has never been a time when a con tract could not be marie at a reasonable price and for any chanicter of a steamboat and in a very short time. Neither has there ever been a time on Western waters, when sufBcient capital could not be obtained to build more boats than the commerce of the valley required. The supply has always exceeded the demand, and, of course, the natural result has followed with few exceptions. The ex- ceptions are about enough to establish the rule. Some boats and some trades have proved largely remunera- tive, at some period of their existence, and some boats have even been successful to the end of their career; but that has only stimulated their owners and others to duplicate them, and the result has generally been disastrous in the end. The same result has generally been realized by boat builders as by the owners, and very few of either class have ever re- tired from the business rich men. And where that lias been the case, investigation shows that the money made during prosperous periods has been with drawn from the business and invested in something else. The next vessel to arrive in St. Louis after the " Pike," was the " Constitution," Capt. Guzard, which arrived Oct. 2, 1817. The steamboat ceased to be a novelty on the Mis- sissippi in 1818, and became a recognized agent of the com- merce of the valley. The arrival and departure of vessels about this time were noticed by the Gazette as follows : — " On Saturday last the steamboat ' Franklin,' of about 140 tons burden, arrived here from New Orleans in thirty-two days, with passengers and assorted cargo. The ' Franklin ' is admirably calculated for a regular passen- ger packet to ply between St. Louis and New Orleans. Her stowage is capacious, and her passenger accommodations ele- gant." — Gazette, June 12, 1818. " The steamboat ' Franklin ' left this place yesterday with freight and passengers for New Orleans. The master expects to arrive there in about eight days. Our common barges take from twenty-five to thirty days to perform the voyage. — Gazette, June 19, 1818. " List of boats trading to New Orleans: "' Franklin,' 131 tons; 'Eagle,' ' Pike ' (sunk) ; * James Monroe' (sunk, now repairing)." — Gazette^ Sept. 5, 1818. "The new steamboat 'Johnston,' of Kentucky, passed Shawneetown the first of this month bound for New Orleans. ARRIVAL OF MAID OF NEW ORLEANS IN 1819. 113 She 1*3 iutended as a regular trader from Kentucky on the Mississippi, and the Missouri as high up as the Yellowstone vivev.'' — Gazette, xVov. 6, 1818. " The arrival about ]March 1st, 1819, of the large and ele- gant steamboat ' Washington,' from New Orleans, which city she left on the first of February, was announced in tbe ^jfazette of March 3d. The steamboat ' Harriet' arrived from the same port early in April. " The ' Sea Horse," which arrived at New Orleans from New York, and the ' Maid of Orleans,' from Phihidelphia, early in 1819, were probably the first steamboats that ever performed a voyage of any length on the ocean. "The 'Maid of Orleans' continued her voyage to St. Louis, where she arrived about the 1st of May. On the same day the steamboat ' Independence,' Capt. Nelson, arrived from Louisville." The Missouri Gazette of 19th May, 1819, has the following steamboat memorandum : — " The Expedition, Capt. Craig, arrived here on Wednesday last, destined for the Yellowstone. The Maid of Orleans, Capt. Turner, sailed for New. Or- leans, and the Independence, Capt. Nelson, for Franklin, on the Missouri, on Sunday last. The Exchange, Capt. Whips, arrived here on Monday and will return to Louisville in a few days for a new set^f boilers, she having burst her boiler in ascending the Mississipi. The " St. Louis, " Capt. Hewes; the "James Monroe,'* and the "Hamlet," were advertised to sail for St. Louis from New Orleans about the middle of last month." "In 1817, less than two years ago, the first steamboat arrived at St. Louis. We hailed it as the day of small things, but the glorious con- summation of all our wishes is daily arriving. Already we have seen during the present season at our shores five steamboats, and several more expected. Who would, or could have dared conjecture, that in 1819, we would witness the arrival of a steamboat from Philadelphia or New York ? And yet, such is the fact." " The Mississippi has become familiar to this great Ameri- can invention, and another new arena is open." " A steamboat owned by individuals, has started from St. Louis for Franklin, two hundred miles up the Missouri, and two others are here, destined for the Yellowstone. The time is fast approaching when a journey to the Pacific will become as familiar, and indeed more so, than it was twenty years ago, 114 GOULD'S HISTORY OF RIVER NAVIGATION. to Kentucky or Ohio, * Illustrious Nation,' said a foreigner of distinction, speaking of the New York canal. " Illustrious nation, whose conceptions are only equaled by her achieve- ments." The " Independence " was the first steamboat that entered the Missouri River. Sailing from St. Louis, May, 1819, she reached Franklin, on the Missouri, after a voyage of thirteen days, of which four days were spent at different landings. Her voyage extended up the river to Old Chariton, from whence she returned to St. Louis." The following announcement shows the appreciation of the citizens on the Missouri for the advent of steam navigation. Franklin, Boonslick, May 10, 1819. ARRIVAL OF THE STEAMBOAT. *< With no ordinary sensation of pride and pleasure we an- nounce this morning the arrival at this place of the elegant steamboat, ' Independence,' Capt. Nelson, in seven sailing days, but thirteen from the time of her departure from St. Louis, with passengers and cargo of flour, whisky, sugar, nails, castings, etc., being the first steamboat that ever at- tempted to ascend the Missouri river. She was joyfully met by the inhabitants of Franklin, and saluted by the firing of cannon, which was returned by the Independence. The grand desideratum, the important fact, is now ascertained that steamboats can safely navigate the Missouri." " She was absent from St. Louis 21 days. This trip proves a proud event in the history of Missouri." The ]\Iissouri river has heretofore almost effectually re- sisted all attempts at navigation. She has imposed every obstacle she could to the tide of navigation which was rolling up her banks and dispossessing her dear red children. But her white children, although children by adoption, have become numerous, and are increasing so rapidly that she is at last obliged to jield them her favor." — Gazette , June 9th, 1819. In the same paper and the same date is the following an- nouncement: — " The United States Government having determined to ex- plore the Missouri river up to the Yellowstone, and for the purpose as elsewhere stated, Major H. S. Long had built at Pittsburg-h the steamboat '* Western Eng-ineer." To Col. Atkinson had been entrusted the command of this expedition, and starting from Plattsburgh, New York, in the latter part of 1818, he arrived at Pittsburgh in the spring of 1819. The Western Engineer was completed soon after, and arrived at St. Louis, June 8, 1819. On the 21st the expedition started YELLOWSTONE EXPEDITION. 115 for the Missouri. It was accompanied by three other United States steamers and nine keel boats, bearing a detachment of government troops. The names of the steamboats and of their commanders -were "Thomas Jefferson," Capt. Offord; " R. M. John- ston," Capt. Coalfax, and the " Expedition," Capt. Craig. The little fleet entered the Missouri with martial music, display of flags and firing of cannon. In honor of the statesman who acquired the territory of Louisiana for the United States, the precedence was accorded to the " Thomas Jefferson." But some disarrangement of her machinery prevented this boat from taking the lead, and the " Expedition " secured the position of being the first steamer in the flotilla to enter the Missouri. The Jefferson was doomed to a worse mishap still, for not long after she ran upon a snag and sunk. " The steam escape of the Western Engineer was shaped like a great serpent, coiled on the bow of the boat in the attitude of springing, and the steam hissing from the fiery mouth (which was painted red), filled the Indians with terror. They thought the wrath of the great spirit had sent this monster for their chastisement." — (Professor Waterhouse.) The Gazelle of June 2d, 1819, contains the following: — " Arrived at this place on the first, the fast sailing and elegant steamboat " St. Louis," Capt. Hewes, 28 days from New Orleans. The captain has politely favored us with the following from his log book : — On the 5th of Ma}^ left New Orleans at 3 p. m. Passed steamer " Volcano " bound down; on the 10th passed steamer James Ross; at 11 p. m. passed steamboat " Rifleman " at anchor, with shaft broken. On 15th passed steamboat "Madison," Six days from the falls of the Ohio. Twentieth passed steamboat " Governor Shelby " bound for New Orleans; 22d ran on a sand bar, and was detained until next day. Twenty-sixth at the grand turn below Island No. 60 passed nine keel boats, with the sixth regiment. United States In- fantry, commanded by Col. Atkinson, destined for the Missouri. At quarter past 11 o'clock ran aground and lost anchor and part of cable. Twenty-second steamboat "Harriet" passed; while at anchor 28th, at 3 p. m., passed steamboat " Jefferson," with 116 Gould's history of river navigation. United States troops, having broken her piston. At 4 p. m. repassed steamer "Harriet." THE FIRST "excursion" TRIP ON THE MISSISSIPPI. The same paper on 9th of June announced that " Capt. Hewes, of the " St. Louis," had gratified the citizens of St. Louis with a sail to the mouth of the Missouri, and that the company on board was large and genteel, and the entertain- ment very elegant. The return of the "Maid of Orleans," 28th July, and the departure of the " Yankee," early in December, for New Or- leans, complete the record of steamboating for 1819." The first steamboat that ascended the upper Mississippi was the " Virginia," which arrived at Fort Snelling in May, ]823. The Missouri and upper Mississippi had now been opened to regular navigation, and the steamboat trafiic of the great river and its tributaries developed rapidly. On the 22d of August, 1825, the RepubUcan announced that two steamboats, the " Brown" and the " Magnet," now lay- ing here for the purpose of repairing, and added : " We believe this is the first instance of steamboats remain- ing here during the season of low water." On April ll>th, 1822, the RepuUican remarks: — " During the past week our wharf has exhibited a greater show of business than we recollect ever before to have seen, and the number of steam and other boats arriving and depart- ing has been unprecedented. The immense trade, which has opened between this place and Fever River at the present time, employs, besides a number of keel boats, six steamboats, to wit: the " Indiana," "Shamrock," "Hamilton," "Muskingum," and " Mechanic." The Indiana and Shamrock on their return trip have been deeply freighted with lead, and several keel boats likewise have arrived with the same article. Judg- ing from the thousands of people who have gone to make their fortunes at the lead mines this spring, we should sup- pose that the quantity of lead produced this year Avould be tenfold greater than heretofore." Again, on the 12th of July, same year, the same paper re- marks : — " It must be gratifying to every citizen of St. Louis to witness the steady advancement of the town, the number of steamboats that have arrived and departed during the spring being cited as the best evidence of the increase of business." COST OF BUILDING AND RUNNING EARLY STEAMBOATS. 117 CHAPTER XXVI. THE following quotations are from " Hall's West," pub- lished in l!S4>^ at Cincinnati, and are interesting as well as instructive, which fully justifies their insertion in these com- pilations : "The General ]-*ike, built at Cincinnatti,in 1^18, and intened to ply as a packet between Maysville, Cincinuatti and Louisville, is said to have been the first steamboat con- structed on the Western waters for the exclsive convenience of passengers. Her accommodations were ami)le, her apart- ments s{)a(.'ious and superbl}' furnished, and her machinery of superior mechanism. She measured one hundred feet keel, twenty feet beam, and drew only three feet three inches water. The length of her cabin was forty feet, the breadth twenty five feet, in addition to which were fourteen state rooms. The boats i)reviousl3' built had been intended solely for the trans- portation of merchandise: these objects have subsequently been successfully united. The Calhoun, eighty tons, built at Frankfort in 1818, the Exi)edition, one hundred and twenty tons— the two last built at Pittsburgh — were constructed for the exploration of the Missouri river, in what was popularly termed the Yellow Stone Expedition, projected by Mr. Calhoun, while Secretary ■of War, 'J'he Independence was the first steamboat that ascended the powerful current of the Missouri. The Post Boy, two hundred tons, built at New Albany, by Captain Shreve and others, in 18H*, was intended for the conveyance of the mail between Louisville and New Orleans, under an act of ('ongress, passed in March, 1819. This was the first attempt on the Western w'aters to carry the mail on steamboats. Tlie Western Engineer was built near Pittsburgh, in 1818, under the direction of Major S. H. Long, of the United States topographical engineers, for the expedition of discov- ery to the sources of the Missouri, and the Rocky Mountains, which was afterwards so honorably accomplished by himself and his companions. This boat ascended as high as the Council Bluffs, about six hundred and fifty miles above St. Louis, and was the first steamboat that reached that point. The following remarks are from the pen of Morgan Neville^ Esq., and were written in 1829. " The average cost of a steamboat is estimated at $100 per con ; the repairs made during the existence of a boat amount 118 GOULD'S HISTORY OF RIVER NAVIGATION. to one half the first cost. The average duration of a boat has hitherto been about four years ; of those built of locust, lately, the period will probably be two years longer. The amount of expenditure in this branch of business on the Western waters, then, for the last ten years, will in some measure be shown by the following calculation : 66,000 tons, costing $100 per ton, amount to ^S.f^OO.OOO Repairs on the same 2,800,000- Expending in building and repairing in ten years $8,400,000' The annual expenditure of steamboats is very difficult to be arrived at; the importance of this expenditure, how- ever, to the towns on our rivers, and to the whole extent of counti\y running along their shores, may be estimated from the following calculation of the item of fuel alone, for one year — take the present year, 1829. We have now in opera- tion about two hundred boats, the tonnage of which may be stated at thirty-five thousand tons. It is calculated that the business of each year lasts eight mouths; deduct one-fourth for the time lost in port, and we have six months, or one hundred and eighty days, of running, time. Each boat is presumed to consume one cord of wood, for every twelve tons, every twenty-four hours. The 35,000 tons then consume, per- day 2,917 cords Or, during the . six months 525,060 cords " The price of wood varies from $1.50 to $5 per cord ; a fair average would place it at $2.25 per cord. This makes the expenditure for fuel alone, on the banks of our rivers, $1,181,385 for this year. The other expenditures, while run- ning are calculated, by the most experienced and intelligent owners, to be equal to $1,300,000, which gives the total ex- penditure for 1829, at $2,488,385. " This calculation and estimate, then, which are both made lower than the facts justify, presents these results: The amount of first cost of steamboats, since 1817 §5,600,000 Repairs on the same 2,800,000 Total amount of expenditure, produced by the introduction of steamboats, for building and repairs $8,400,000 We cannot better illustrate the mas'nitude of the chano-e in every thing connected with eastern commerce and navigation, than by contrasting the foregoing statement, wnth the situa- tion of things at the adoptation of steam transportation say in 1817. About twenty barges, averaging one hundred tons each, comprised the whole of the commercial facilities foi AITANTAGE OF STEAM POWER. 119 transporting merchandise from New Orleans to the '* Upper Country," eacli of these performed one trip down and up to Louisville and Cincinnati within the year. The num- ber of keelboats employed in the upper Ohio cannot be as- certained, but it is presumed that one hundred and fifty is a sufficiently large calculation to embrace the whole number. These averaged thirty tons each, and employed one month to make the voyage from Louisville to Pittsburgh, while the more dignified barge of the Mississippi made her trip in the space of one hundred days, if no extraordinary accident happened, to check her progress. Not a dollar was expended for wood, in a distance of two thousand miles, and the dweller on the banks of the Ohio thought himself lucky if the reckless boat- man would give the smallest trifle for the eggs and chickens which formed almost the only saleable articles on a soil whose only fault is its too great fertility. Such was the case twelve years sinre. The Mississippi boats now make five or six trips within the year, and areenabled, if necessary ,!within that period, to afford to that trade one hundred and thirty-five thousand tons. Eight or nine days are sufficient, on the upper Ohio, to .per- form the trip from Louisville to Pittsburgh and back. In short if steam has not realized the hyperbole of the poet in "annihilating time and space," it has produced results scarcely surpassed by the introduction of the art of printing." From another valuable article of the same gentleman, we copy the following very interesting remarks: — " On the first day of January, 1834, an official list of steam- boats, fronj an authentic source, gives the whole number of two hundred and thirty, then in existence, whose aggregate amount ot" tonnage is equal to about thirty-nine thousand tons. Allowing the cost of building at a rate much lower than the rule adopted three years since, the capital now invested in this stock will exceed $3,000,000. The expense of running may be put down nearly as contained in the following scale: — 60 boats over 200 tons, 180 days at $140 per day $1,512,000 00 70 boats from 120 tons to 200,240 running days, $90 per day.... 1,512,000 00 100 boats under 120 tons, 280 running days, $60 per day 1,620,000 00 Total yearly expenses $4,644,000 00 *' This sum may be reduced to the different items producing it in the following proportions, viz. : — For wages 36 per cent, equal to $1,671,840 00 For wood 30 percent, equal to 1,393,200 00 For provisions, 18 per cent, equal to. 835,920 GO For contingencies 16 per cent, equal to 743,040 00 120 GOULD'S HISTORY OF lUVER NAVIGATION. " This result is truly striking to those who were accustomed to the state of things on our rivers within twenty years. The difference in the amount of wages paid is in itself very consid^ erable; but the item of fuel is one created exclusively by steamboats; and when it is considered that nearly $1,500,000 is expended every year, at a few points on the Mississippi val- ley, it presents a vast tield for specuhition. The immense forests of beech and other timber, untit for agricultural pur- poses, were, before, not only useless, but an obstacle to the i-ujTjred farmer, who had to remove them before he could sow and reap. The steamboat, with something like magical influ- ence, has converted them into objects of rapidly increasing value. He no longer looks with despondence on the dense- ness of trees, and only regrets that so many have already been given to the flames, or cast on the bosom of the stream before him. "At the present period, 1848, the steamboats may be con- sidered as plying as follows, viz. : — 25 over 200 tons, between Louisville, New Orleans and Cincinnati, measuring • 8484 tons. 7 between Nasliville and New Orleans, measuring 2,585 " 4 between Florence and New Orleans • I,fil7 ♦• 4 in the St. Louis trade 1,002 " 7 in the cotton trade 2,016 '* 57 boats not in established trades from 120 to 200 tons 8.fi41 " The balance under 120 tons in various trades 14, (55 '• 39,000 tons. " Tn the New Orleans and LfOuisville trade, the boats over two hundred tons make about one hundred and fifty trips in prosperous seasons; those of smaller size make from fifty to sixty trips. But to go into an estimate of the number of voy- ages made by the boats in the different trades is impossible, because no regular dates are furnished, and the result depends upon a variety of contingencies." Previous to 1817, about twenty barges afforded the only taciiities for transporting merchandise from New Orleans to Louisville and Cincinnati. These, making but one trip in the year, gave the means of bringing up only two thousand tons. The present tonnage in this trade exclusively having been stated to be eight thousand eight hundred and eighty-four tons, gives the amount employed calculating one hundred and fifty trips in the season, to be fifty thousand nine hundred and four tons; a cause capable of producing a revolution in six- teen years hardly equalled in the annals of history. The ef- fects upon Western commerce have been immense. The moral STEAM BENEFICIAL, BUT UNPROFITABLE. 121 -changes alone which are felt throughout the West on price are almost incalculable ; the imported article has fallen in a ratio equal to the increased price of Western products. In looking back at the old means of transportation, we cannot conceive how the present demand and consumption could have been 8ui)plied by them. To those who havebeen acquainted with the earU'merchantile history of our country, when it was no uncommon thing for a party of merchants to be detained in Pittsburgh from six weeks to two months, by low water, or ice, the existing state of things is truly gratifying. The old price of carriage of goods, from the Atlantic seaboard to Pittsburgh, was Ions: esti- mated at from $5 to $8 per hundred pounds. We have an in- stance in the last five years, of merchandise being delivered at the wharf of Cincinnati for $1 per hundred pounds, fix)m Philadelphia, by way of New Orleans. It may not be useless, or uninteresting to give an idea of the mortality among the steamboats in a given time. It is not pretended that any decided inference can be drawn from this -statement, or that the facts go to establish any fixed rule. But under the present situation of steamboat discipline and regulation a tolerably fair conclusion can be drawn from it. Taking the period then of two years, from the fall of 1831 till that of 1833, we have a list of boats gone out of service of sixty- six ; of these fifteen were abandoned as unfit for service; seven were lost by ice ; fifteen were burnt ; twenty-four snagged ; and five destroyed by being struck by other boats. Deducting the fifteen boats abandoned as unseaworthy, we have fifty-one lost by accidents peculiar to the trade. In number this pro- portion is over twelve per cent, per annum ; in tonnage the loss is upward of ten per cent. Amount snagged, three thous- and three hundred and thirty tons. A curious fact was ascertained by a committee of gentle- mon, who were appointed a few years ago, by a number of steamboat owners, to investigate the whole subject. They satisfied themselves, that although the benefits conferred on our -country, by steam navigation, were incalculable, the stock in- vested in boats was, as a general rule, a losing investment. In few cases, owing to fortuitous events, or to the exercise of more than usual prudence, money has been made; but the in- stances are so few as not to eff'ect the rule. One gentleman, who has been engaged for years in the ownership of steam- boats and has been peculiarly fortunate, in not meeting with any loss by accident, assured the writer, that his aggregate gain, during the whole series of years, was only about six per 122 Gould's hi.story of rivek navigation. cent per year, on the capital invested. These facts go to- wards accounting for the enormous proportion of accidents and losses which occur upon our rivers. A few instances, in which large profits Avere realized, induced a great number of individuals to embark m ihis business, and the tonnage had al- ways been greater than the trade demanded. The accidents, which are almost wholly the result of bad management, were set down as among the unavoidable chances of the navigation, and instead of adopting measures to prevent them, they were deliberately subtracted from the supposed protits, as matters of course. As the boat was not exi)ected to last more than five or six years, at best, and would probably be burned up, or sunk within that period, it was considered good economy to reduce the expenditures, and to make money by any means, during the brief existence of the vessel. Boats were hastily and slightly built, furnished with cheap engines, and placed under the charge of wholly incompetent persons; the most in- excusable devices were resorted to. to get freight and passen- gers, and the most criminal indifference to the safety of the boat and those on board, observable during the trip. The writer was once hurried from Louisville to Shippings- port, two miles below, without his breakfast, and in the rain, to get board a boat which was advertised to start at eight o'clock on that morning. During the whole day, passengers continued to come on board, puffing and blowing — in the most eager haste to secure a passage — each having been as- sured by the captain or agent, that the boat would start in less than an hour. The next day presented the same scene; the rain continued to fall; we were two miles from the city, lying against a miry hank which prevented any one from leaving the boat — the fires were burning, the steam hissing and the boat only waiting for the captain, who would be ou board in a few minutes. By and by the captain came — but then we must wait a few minutes for the clerk, and when the clerk came, the captain found that he must go up to town. Tn the meantime, passengers continued to accumulate, each decoved alike by the assurance that the boat was about to de- part. Thus we were detained until the third day, when tlie cabin and deck being crowded with a collection nearly as mis- cellaneous as the crew of Noah's ark, the captain thought proper to proceed on his voyage. It was afterwards under- stood that when the captain began to collect passengers, a part of his ensine was on shore, undergoing repairs which could not be completed in less than two days, yet during the whole IMPOSITION PRACTICED UPON PASSENGEK8. 123 of tRose two days fires were kept up, and gentlemen and latlie.s inveigled on board, in tlic manner related. We mention this to .show the kind of deception which has been i)racticed. This, it is true, was an extreme case, but al- though the detention is not usually so great, nor the deceit so gross, it is not uncommon for stcamljoat captains and agents to deceive passengers by the most egregious misrepresenta- tions. The fact is important, not merely as showing the inconven- iences to which travelers are exposes employed to about sixty. Supposing the amount of freight conveyed in each boat to be forty tons down and twenty up, some opinion may be formed of the amount of merchandise transported yearly upon the Ohio. The river may be estimated to be navigable from six to eight months in the year, and each boat to perform twelve trips from Wheel- ing to Louisville and back. Each boat, then transports twelve times forty tons down, and half this quantity up, equal to seven hundred and twenty tons. This multiplied by sixty, the number of boats, gives forty-three thousand two hundred tons as the gross amount of merchandise transported yearly in steamboats upon the Ohio. To fix the value of this merchandise is not so easy. Yet something like accuracy may be obtained. It is said that a wagon load of dry goods, weighing two tons, will cost about $4,000, and that western merchants that purchase $8,000 worth receive them generally in two wagon loads. This would make a ton of dry goods worth $2,000. As grosser and heavier articles, however, are sent down the river in large quantities, the value per ton may be rated at $500. Fort}^ times five hun- dred gives $20,000 as the value of each cargo ; this, multiplied by twelve gives $240,000 as the amount conveyed by each NUMBER AND COST OF STEAM AND FLAT-BOATS. 127 ■boat during the season ; and this multiplied by sixty, the num- ber of boats, gives the sum of $14,800,000 as the value of the down freight in a single year. This is independent of the merchandise conveyed in keel and iiatboats, and the im- mense amount of lumber which almost covers the face of the river in the spring season. The value of the merchandise transported up the river may be estimated at $1,500,000. Making the total value of merchandise transported in steam- boats yearly on the Ohio, upw'ards of $16,000,000. The number of steamboats employed in 1842, in navigating the Mississippi and its tributaries, was four hundred and fifty. The average burden of these boats was two hundred tons each, making an aggregate of ninety-thousand tons, and their aggre- gate value at $80 per ton, $7,200,000. Many of these were fine vessels, affordino; the most elegant accommodations for passengers, and comparing favorably, in beauty of model, <;om})leteness of finish, and all other particulars, with the best packets in any part of the world. The number of persons enjraged in navigating our steaai- boats varies from tweuty to fifty to each boat. The average is about thirty-five persons, which will give a total of thirty- five thousand seven hundred and fifty persons embarked in this navigation. It appears, from the reports of the Louisville and Portland canal, that more than seven hundred flatboats have passed that canal in one year. At this rate there cannot be less than four thousand descending the Mississippi, and allowing five men to each boat, there are twentj' thousand persons engaged in this branch of the navigation. The cost of these boats is $420,000, which, as they do not return, is an annual expense, and the expense of loading, navigating and unloading them is $960,000, making the whole annual expenditure upon this class of boats $1,380,000. In 1834, the number of steamboats in existence, on the Western waters, was two hundred and thirty, and they were estimated to carry thirty nine thousand tons. Previous to the adoptation of steamboat navigation, say in 1817, the whole commerce, from New Orleans to the upper country, was carried in about twenty barges, averaging one hundred tons each, and making but one trip a year. The number of keel boats employed on the Ujoper Ohio couldnothave exceeded one hundred and fifty, carrying thirty tons each, and making the trip from Pittsburg to Louisville and back in two months, or about three voyages in a season. The tonnage of 128 Gould's history of river navigation.. all the boats ascending the Ohio an 1 Lower Mississippi was then about six thousand five hundred. lu 1834, the number of steamboats was two hundred and thirty, and the tonnage equal to about thirty-nine thousand tons; and in 1842, the number of boats was four hundred and fifty, and their burden ninety thousand tons. In 1832, it was calculated that the whole number of persons deriving subsistence from this navigation, including the crews of steam and flatboats, mechanics and laborers employed in building and repairing boats, was ninety thousand. As the number of boats had doubled since that time, the number of people directly engaged in and about this navigation in 1842, was not less than one hundred and eighty thousand ; but who shall place a limit to the numbers who are beneficially inter- ested, in a business which distributes its millions of dollars for wood, its millions for wages, its millions for provisions, its millions for machinery and the labor of mechanics, and which transports a commerce whose value can only be computed by hundreds of millions? The cost of building and of running boats has not chang-ed essentially within the last few years. The price of some items have risen, but others have been reduced, so as to leave but little difference in the general results. In the construction of the boats there has been a progres- sive and very decided improvement. Their models have been changed to suit the exigencies of the navigation. The great objects have been to obtain speed and capacity for carrying freight, with power to stem the heavy currents of our rivers, and the less possible draught of water. In all these respects our boats have been improved from year to year, and are still improving. The most marked changes consist in a great in- crease in the length and decrease in the depth of the boats, adding to their speed and lightness of draught. Boats are constructed now more than formerly for particu- lar trades, and are specially adapted for the purposes for which they are intended. Lines of packets have been established, between all the more important places, which run regularly, and which have attained a commendable degree of punctuality in their departures and arrivals. All these are comfortable, manyof them very fine, and a few of them very superior. The large passenger boats, running between New Orleans and Vicksburgh, St. Louis and Louisville, are inferior to nothing of the kind in any part of the world. The cabing are spacious and elegant, the state rooms commodious, and the tables equal to the ordinaries of the best hotels and far superior to those PLEASURE AND LUXURY OF STEAMBOAT TRAVELING. 12& of any but the very best. The officers are not only accom- modating, but generally kind and hospitable, treating the passengers as their guests, and taking pains to render the voyage agreeable. The company on board these boats is usually good, and it is an admirable peculiarity in our Western traveling, that fellow travelers avoid the exclusive and selfish deportment which is seen elsewhere, and mingle freely to- gether, seeking the acquaintance and society of each other, and all contributing to the common comfort and amusement. A tri}) to New Orleans in one of our best boats often resem- bles a party of pleasure, and combines in its incidents much variety, and no small degree of luxury. The men of business in the West, and all who are in easy circumstances, travel often and very extensively, and are thus very decidedly acquainted with each other. Besides the crowds who go annually to New Orleans upon business, there are other crowds who seek to while away a few of the weeks or months of the winter, in festivity, amid the gay and novel scenes of that busy metropolis, large and cheerful parties thus meet on board the steamboats, and, as they must neces- sarily be several days together, they endeavor to accommo- date themselves to each other, and to yjass the time agreeably; and it often happens that the greater portion of the cabin passengers form one circle, in which affability and freedom from constraint are chastened by perfect decorum and good Oreedinsf. Music and dancing are the chief amusements; and at night, when the spacious cabin of one of our Leviathan boats is lighted up, enlivened by the merry notes of theviolin, and filled with well dressed persons, it seems more like a floating palace than a mere conveyance for wayfarers. These fine boats are safe as well as speedy, making the trip from Louisville or St. Louis to New Orleans in four or five days, and the upward voyage in six or seven da3's. The mailboats between Louisville and Cincinnati are also very fine boats. Messrs. Strader & Gorman, the original pro- prietors of this line, have the merit not only of having been the first to establish a regular line of packets in the West, but of carrying out their plan Avith eminent success, with profit to themselves, and with great advantage to the public. They were the first to have fixed hours of departure, and to adhere to them with punctuality. Their boats have alwaj's been of the first class, the accommodations excellent, and the ofiicials skillful and obliging; and it is with pleasure that we record the fact, so creditable to all concerned, that in more than twenty years, during which this line has been in existence, no accident 130 Gould's history of river navigation. has occurred by which the life or limb of a passenger hasbeen endangered. This line has lately passed into the hands of other owners who run a morning and evening line, and under whose management the boats have maintained, and we have no doubt will continue to maintain, their high character. There is also a daily line of packets between Pittsburgh and Cincinnati, deserving of the highest commendation. There are few boats anywhere finer than the most of those engaged in this line. They are large vessels, vvith fine accommodations and are well managed. The proprietors, in a recent adver- tisement, assert that in the last six years they have carried two millions of people annually. The character of the per- sons who make this statement, and the acknowledged excellence of their boats, leave no room to doubt its correctness, and from our own observation, we feel no hesitation in giving implicit faith in it. The Neiv York Courier and Enquirer, comment- ing on this fact, has this pointed remark : — What a movement is here of human beings, each intent upon his own well being, and acting in obedience to his own views of self interest! — what a future is unfolded for such a country, so replenished, and with such safe and rapid means of inter-communication ! " When, too, it is considered that there are various other avenues to the Western paradise, each crowded by its thous- ands, and its tens of thousands, one can hardly exaggerate the growth of such a country, or the responsibilities which devolve upon its general government to provide, by all adequate and constitutional means, for adding to the security of the great avenues and ports which are thus annually thronged by emi- grants and travelers. " The fact that two millions of persons, to say nothing of property, have been transported on the waters that connect Pittsburgh with Cincinnati, should be conclusive with the general government in favor of the exercise of all its legiti- mate power to improve the harbors of these cities, and the channels of the far-descended rivers which connect them." St. Louis is one of the oldest places in the West, having been settled by the French in 1763; Pierre Chouteau and other Frenchmen were very successful in conciliating the con- fidence of the Indians, and extended the barter of merchandise for furs and peltry, throughout most of the Western tribes. The whole of the Indian trade of the country lying upon the Mississippi and its tributaries, centered at that point ; at which was also the depot for all the militar}^ posts on the W^estern frontier, and the headquarters for most of the officers INCKEASE OF POPULATION FROM 1700 TO 1853. 131 and RO'ents of the government having transactions in the far West. The lead mines in Missouri and the inexhaustible beds of the mineral more recently discovered in Illinois and Wisconsin render this the principle market for that article, of which immense quantities are annually exported. Wheat, corn, pork, tobacco and hemp, are largely produced in the vast region of fertile land lying around, of which St. Louis is, and must ever be, the emporium. 8t. Louis has, therefore, always been a place of great re- sort, and of remarkable activity in business; and its geographi- cal position seems to insure for it a continuance of that pre- eminence. Its central position in relation to New Orleans on the one band, and the vast expanse of country on the other, gives its natural advantages, as a commercial place, which are unritaled, and these advantages are well appreciated and im- proved by a sound and enterprising population. St. Louis holds the same rank in respect to the region of the Upper Mississippi that Cincinnati occupies in relation to that of the Ohio — east of them is the mart and commercial metropolis of a wide area, in which they are each unrivaled. We have before us a valuable report, "prepared by au- thority of the delegates from the City of St. Louis, for the use of Chicago convention of July 5, 1847," from which we select the following passages: " At the first census (1790), the population of the Valley of the Mississippi did not exceed two hundred thousand. In 1800, it had increased to about five hundred and sixty thousand ; in 1810, to one million three hundred and seventy thousand ; in 1820, to two millions five hundred and eighty thousand; in 1830, to four millions one hundred and ninety thousand ; in 1840, to six millions three hundred and seventy thousand ; and in 1847, according to the present average ratio of increase, it exceeds ten millions five hundred and twenty thousand. In the year 1850, according to such ratio, it will exceed twelve millions, and be about equal to the population of all the Atlantic States. The history of Missouri alone, however, exhibits a still more extraordinary increase. In 1771, the population was seven hundred and forty-three; in 1799, it was six thousand and five; in 1810, it was twenty thousand eight hundred and^forty- five; in 1820, it was sixty-six thousand five hundred and eighty-six; in 1830, it was one hundred and forty thousand four hundred and fort^-five ; in 1840, it was three hundred and eighty-three thousand seven hundred and two ; and ac- cording to the same ratio of increase (one hundred and sev- 132 GOULD'S HISTORY OF RIVER NAVIGATION. enty-three per cent decenially), it is, 1847, eight hundred and twenty-five thousand and seventy-four, being an increase of sixteen per cent per annum. But while the decenial in- crease of Missouri was one hundred and seventy -three per cent, that of Illinois was two hundred and two, Mississippi, one hundred and seventy-five, and Arkansas, two hundred and twenty-one per cent. The commerce and agriculture of this valley exhibits a growth as surprising as that of its population. The first schooner of the northern lakes, the " GriflSn," in 1679, was freighted with the first commercial enterprise and settlement that reached the Valley of the Mississippi. Thus, the rivers of the valley owe to the great lakes the introduction of commerce and population. From that period up to the purchase of Louisiana in 1803, and even later, the fur trade of the French emigrants with th& Indians constituted a leading pursuit of the inhabitants, especially of the upper half of the Valley of the Mississippi. These immense rivers and lakes were navigated from Quebec, on the St. Lawrence, to the Yellow Stone, on the Missouri, by bark canoes, and the Fox and Wisconsin Rivers, connecting the lakes with the Mississippi, were a chief thoroughfare of the trade. Next to the canoe came the Mackinaw boat carrying fifteen hundred weight to three tons, and then the keel boat or barge of thirty to forty tons. The first appearance of the keel boat in the Mississippi, above the mouth of the Ohio, of which we have any account, was in 1751, when a fleet of boats, com- manded by Bossu, a captain of French marines, ascended as far as Fort Chartres. This enterprise, also, was the first to ascertain, by experience, something of the nature of the navi- gation of the Mississippi. One of the boats, the " St. Louis," struck a sand bar above the mouth of the Ohio, was unladen and detained two days. Three days after, says the Traveler, " my boat ran against a tree, of which the Missis- sippi is full ; the shock burst the boat, and such a quantity of water got into it that it sunk in less than an hour's time." This was probably the first boat snagged on the Mississippi. From three to four months was the time consumed at this period, and for many years afterwards, in a voyage from New Orleans to the settlements in the vicinity of St. Louis; a voyage occupying a steamboat, in 1819, twenty-seven days; but which of late has been accomplished in less than four days. The city of St. Louis is the base of the navigation of all the Upper Mississippi and its tributaries, and the head of ST. LOUIS AS THE GREAT STEAMBOAT CENTER. 133 navifijatiou for the larger boats of the Ohio and Lower Missis- sippi. Here is concentrated all the trade of the Upper Mis- sissippi, Missouri, and the Illinois rivers, and a large portion of the Ohio, and the Lower Mississippi. Hence is exhibited as busy and as crowded a wharf as can any where be seen, upon which are commingled people of many nations, and products of every clime, and every species of industry. The city was built upon a limestone bluff, of moderate elevation, fronting on the Mississippi, whose waters washed its base with a convenient depth. From the condition of a fur trader's post, it has grown to the quality of a city, promising soon to be of the first class. From a mere boat load of traders, its population has gone on multiplying until it has reached the number of fifty thousand. From a trade of a few thousand dollars in furs and peltries, a commerce has arisen which counts its millions. It has grown to be the greatest steam boat port, next to New Orleans, in the world." Its. enrolled and licensed tonnage was, in 1844 16,fi64 1845 20,424 184« 23,800 At $65 per ton, its tonnage, for 1846, was worth $1,547,000- But this tonnnge of its own is not all that is required by its trade. The total number of steamboat arrivals at St. Louis was: — In 1839, 1,476 with 213,193 tons. In 1840, 1,721 with 244,185 tons. In 1841, 2,105 with 371,691 tons. In 1842, 2,412 with 467,824 tons. Besides eight hundred and one flatboars, and is exclusive of the daily packets to Alton. During the mouth of May, 1846, there were twelve steamboat arrivals per day." 134 Gould's history of iuvek navigation. CHAPTER XXYIII. THE FIRST WAR STEAMBOAT. [From Prebies' Steam Xavigatlon.] NEAE the close of 1813, Robert Fulton exhibited to the Pres- ident of the United States the drawing of a proposed icar steamer or floating battery, named by him the Demologus. He contemplated in addition to the proposed armament on deck, she should have four submarine guns. Two suspended at each bow, to discharge a hundred-pound ball into an enemy ten or twelve feet below her water line, and that she should have an engine for throwing an immense column of hot water upon the decks or through ports of an op])onent. Her esti- mated cost was $300,000, which was about the cost of a first- class sailing frigate. Fulton's project was favorably received, and in March, 1813, a law authorizing the President to cause to be equipped one or more floating batteries, for the defense of the w^aters of the United States. The construction of the vessel was com- mitted by the Coast and Harbor Defense Association, to a sub-committee of five gentlemen appointed by William Jones, Secretary of the Navy. Robert Fulton, whose soul animated the enterprise, was appointed the enirineer,and on the 20th of June, 1814, the keels of this novel steamer were laid, at the ship 3^ard of Adam and Noah Brown in the cit}^ of New York. The blockade of our coast by the enemy enhanced the price of timber and rendered the importation of lead, iron and cop- per and the supply of coal from Richmond and Liverpool dif- ficult. These obstacles, however, were surmounted, and the enemies blockade only increased the expense of her construc- tion. With reference to the mechanics and laborers there was no difiiculty. Shipwrights had repaired to the lakes in such numbers that comparatively few were left on the seaboard. Besides, large numbers had enlisted as soldiers. By an in- crease of wages, however, a sufficient number of laborers were obtained and the vessel was launched on the 20th of October, 1814, amidst the hurrahs of assembled thousands. The river and bay was filled with steamers and vessels of war, in coni|)liment to the occasion. In the midst of these was the floating mass of the Demologus, or Fulton, as she was DIMENSIONS OF FULTON THE FIRST. 135 afterwards named, whose bulk and unwield}^ form seemed to render her as unfit for motion as were the land batteries that were saluting her. Captain David Porter, writing to the Secretary of the Navy, under date of the 14th October, 181b, says, "I have the pleasure to inform you that the " Fulton the First," was this morning safely launched. No one yet has ventured to suggest any improvement that could be made in the vessel, and to use the words of the projector, ' I would not alter her if it ivas in my jjower to do so.' She promises fair to answer our most sanguine expecta- tions, and I do not despair in being able to navigate in her from one extreme end of the coast to the other. Her buoy- ancy' astonishes every one. She now draws only eight feet three inches of water, and her draft will be ten feet when her guns, machinery stores and crew are all on board. The ease by which she can now be towed by a single steaniboat, renders it certain that her relaxity will be sufficiently great to answer every purpose, and the manner it is intended to secure her machinery from the gunners' shot, leaves no apprehension for its safety. I shall use every exertion to prepare her for imme- diate service. Her guns will soon be mounted, and I am as- sured by Mr. Fulton that her machinery will be in operation in about six weeks." On the 21st of November, 1814, the " Fulton " was moved from the wharf of Mess. Brown on the east river to the works of Robert Fulton on the North river to receive her machinery. The steamboat Car of Neptune made fast to her port and the "Fulton" to her starboard side, towed her to her destina- tion at the rate of three and half miles an hour. The dimensions of this the^^rs^ war steamer were: Length, 150 feet, breadth, 5G feet, depth, 20 feet, water-wheel, 16 feet diameter, length of bucket, 14 feet, dip, 4 feet, engine, 48 inch cylinder, 5 feet stroke; boiler 22 feet length, breadth 12 feet, and depth 8 feet. Tonnage 2,475. She was the largest steamer by many hundreds of tons that had been built at the date of her launch." The commissioners to examine her in their report say: ** She is a structure resting on two boats, keels separated from end to end by a canal 15 feet wide and 60 feet long. One boat contains the cauldrons of copper to prepare her steam. The vast cylinder of iron with its pistons, levers and wheels occupies a part of its fellow. The great water-wheel revolves in the space between them. The main or gun deck, supporting her armament is protected by a bulwark four feet 136 Gould's history of river navigation. ten inches thick, of solid timber. This is pierced by thirty port holes to enable as many as thirty-two pounders to lire red hot balls. Her upper or spar deck, upon which several thous- andmen might parade, is encompassed by a bulwark which a f- fords safe quarters. She is rigged by two short masts, each of which supports a large lateen yawl and sails. She has two bowsprits and gibs and four rudders, two at each extremity of the boat so that she can be steered either end foremost. Her machinery is calculated for the addition of an engine which will discharge an immense column of hot water, which is intended to throw upon the decks and all through the ports of an enemy. If in addition to all this we suppose her to be furnished according to Mr. Fulton's intention, with one hun- dred pounder Columbiads, two suspended from each bow, so as to discharge a ball of that size into an enemy's ship, ten or twelve feet below the water line, it must be allowed that she has the appearance at least of being the most formidable en- gine of warfare that human ingenuity has contrived." Such is a correct description of this sea monster of 1814. But exaggerated and fabulous accounts of her got into circula- tion. Among others the following was published in a Scotch newspaper, the writer stating that he had taken great care to procure full and accurate information. ' Her length, he writes, on deck is three hundred feet, thick- ness of sides tliirteenfeet, of alternate oak and cork plank, car- ries 44 guns. Four of which are 100 pounders. And further to annoy an enemy attempting to board, can discharge 100 gallons of boiling water, in a minute, and by mechanism brandishes three liundred cutlasses with the uttermost regular- ity over the gunwales. Works also an equal number of iron pikes of great length, darting through from her sides with prodigious force every quarter of a minute. The War having terminated, aft&i- many trials of speed, and to improve the ordinance and machiner}^ on board of her, " Fulton the First," was taken to the navy yard at Brooklyn, and moored at the flats abreast of that station, where she was used as a receiving ship, until the 4th of June, 1829, fifteen years after the laying of her keels, when she was accidentally or purposely blown up." By this explosion 24 men and women were killed, 19 wouuded, and five missing and probably killed." As there was but little powder on board (only two and half pounds and that damaged) it was evidently the work of in- cendiarism. Thus ignominiously ended the first steam vessel of war ever REMINISCENCES OF MANUAL WHITE, ESQ. 137 •constructed for that purpose. But from that crude and un- wieldy mass of wood and iron, the finest specimens of naval architecture sprang rapidly into existence — and the great inventive mind that gave it life has long since ceased to be remembered with the admiration due to his great genius. CHAPTEE XXIX. FIRST TOWNS ON THE OHIO AND MISSISSIPPI. REMINISCENCES OF MANUEL WHITE, ESQ., OF NEW ORLEANS. IN the year 1801, Louisville, or Falls of Ohio, was a small village of 500 or 600 inhabitants. Small as the place was, it witnessed the arrival and departure of great numl)ers of barges, keel-boats and flat-boats, as, every boat whether bound to New Orleans or down the river, was obliged to stop here in order to be piloted through the rapids. Wonderful were the tales told by the Western boatmen of hairbreadth escapes from flood and field, and the prowling Indians who infested the banks of the Ohio and Mississippi. Early in the month of May, 1800, the keel of a large brig was laid, which in the course of the year was launched, but did not arrive in New Orleans for a considerable time after. The writer, then a youth, employed by Wilson and Eastin, assisted in loading thirteen flat-boats with tobacco, flour, etc., and in company with one of the owners, set out about the first of June, 1801, for New Orleans. The fleet did not land in New Orleans until about the first of August, having been upon the voyage sixty days. The population of New Orleans was rated at that time about six thousand, including blacks and colored. There was not to be seen on the banks of the Ohio from the foot of the Falls to the mouth but a small settlement called Red Banks, another called Yellow banks. Fort Massac, and a ■cabin below the cave in rock. From the mouth of the Ohio to Bayou Sara, there were only two inhabited places, on the right bank. New Madrid and Point Chicot. On the left side all the human habitants that were seen until we arrived at Point Coupee were Brownsburg, Natchez, and Fort Adams. All the rest was a dreary waste, over which the bear and the crocodile held their sway, unless interrupted by the occasional sojourn of an Indian tribe. Upon our ar- rival at New Orleans, the men composing the crew* of those 138 GOULD'S HISTORY OF RIVER NAVIGATION. thirteen flat-boats, commenced to make preparations for a. journey homeward. They crossed hike Ponchatruin upon schooners and small boats, and striking the Natchez Trace, commenced their long walk of a thousand miles through the wilderness infected by savage Indians. It was seldom that they were attacked, as they were always in large bodies and well armed. At the time of my landing here, the country was under Spanish rule and remained so until 1803. — Ex De Bows. Review, 1S46. EARLY STEAMBOAT HISTORY DECEMBER, 1814. *' We find that a contract was made by the Mr. Fulton with the U. S. Government to put the steamboats Vesuvius, Etna and Buffalo in operation for the purpose of transporting troops and munitions of war on the Mississippi river. Three days after this contract was made, the steamboat Vesuvius was impressed, and taken into service at New Orleans when that city was threatened with invasion from the British forces, for which Mr. Fulton claimed remuneration. According to the testimony of Capt. John De Hart who commanded the Vesuvius in the year 1813, 1814 and 1815, says that as the Vesuvius, was the only steamboat between Louisville, Ky., and New Orleans during the great alarm occasioned by the ap- pearance of the British army before the city, her services were worth $900 per day, and for the whole time she was in the service of the U. S. Government she should be awarded the sum of $.50,000. This claim occupied the courts and Congress of the U. S. many 3'ears, and it was 32 years afterward when the govern- ment made a handsome appropriation for the heirs of" Robert Fulton. The bill passed Congress in 1846, award- ing $76,300. The Vesuvius was seized by order of Genl. Jackson at the time he proclaimed martial law in New Orleans, December, 1814.1 We therefore suppose she must have been here at the time the battle of New Orleans was fought." 1 We flud in the old wharfage book kept at this port in January, 1815, the Steamboat Enterprise, Capf. Shreve registered, as follows: — The Enter prise refused to pay her wharfage dues, owing to martial law being pro- claimed at that date. DESTRUCTION Of LAFITTE S FLEET. 139 THE FLEET OF LAFITTE, THE PIRATE OF THE GULF, CAPTURED AND DESTROYED. [Louisiana Gazette, Oct. 11th, 1814.] Information havinor been received in Auo-ust that Lafitte and his piratical band had taken a number of valuable prizes; and there being no doubt that the goods on board would, in violation of the law, be smuggled into the city, his Excellency, Governor Claiborn, requested Commodore Patterson of the U. S. Navy to make an ex})edition against this band of pirates, who had so long established themselves at Barrataria, on the Islands of Grand Isle and Grand Terre, and infested the ad- jacent waters. About the 11th of September, Commodore Patterson descended the Mi-^sissippi and met his gunboats at the Balize and without delay proceeded on the expedition. On the 16th, being near the })oint of attack, the Commodore formed the line of battle and stood for the Harbor of Grand Terre, which he entered. As the U. S. squadron approached the Island of Grand Terre, the pirates were observed forming their vessels in line and making preparation for battle, but they could not long stand before the long guns of the squadron, fled in dismay. They set fire to two of their best vessels. Before sunset the Commodore was in complete possession of the piratical vessels. The U.S. squadron consisted of the schooner Caro- lina and six gunboats. From the number of the pirates' ves- sels, and their advantageous position, a sharp and spirited de- fense was anticipated; their force of all nations and colors was estimated at not less than 500 men. All their buildings at Grand Tej-re, Grand Isle and Cheniere Caminada were de- stroyed. Twelve vessels fell into the power of the captors. A number of prisoners with a large quantity of merchandise was captured. On the 30th the squadron with the prizes ap- proached the city of New Orleans. The prizes brought up consisted of ten sails, seven of which were cruisers of Lafitte, and the other three, armed schooners under Carthagenian colors. Lafitte made his escape, but subsequently in the month of December, 1814, just before the battle of New Orleans, Gov- ernor Claiborn offered him pardon if he would surrender, which he did, and at the battle of New Orleans he had charge of the water batteries below the city, to prevent the British gunboats from passing. This service he performed, and was complimented by the Governor. He disappeared shortly after this, and we know not what became of him. 140 GOULD S HISTORY OF RIVER NAVIGATION. A COPY OF THE WHARF EEGISTEK AT NEW ORLEANS FROM 1812 TO 1820 INCLUSIVE. GIVING THE DATE OF THE ARRIVAL OF THE ORIGINAL STEAMBOATS, ALSO IHK NAiME OF THE CAPTAINS. STEAMBOAT. YFAR. MONTH. CAPTAUT. New Orleaus 1812 Jan. 12 J.Baker. Vesuvius J«14 Enterprise " Etna 1815 Dispatch J816 Geu'l Pike " Washington •' Franklin " Constitution 1817 Harriett " Buffalo Kentucky James Monroe " George Madison 181 Vesta " Governor Shelby Gcn'l Jackson Cincinnati Ohio ♦♦ Napoleon •• Eagle «• Louisiana •' Newport «' Johnson " • May 16 R. De Hart. .Dec. 14 H M. Shreve. .April 24 ....John De Hart. • Feb. 13 . Oct. 2 Benj . Booth. .Oct. 7 Henry M. Shreve. .Feb. 10 E. Youuge. .April 17 R. p. Guird. " May 6 J. Armitage. «' May 10 S. Ciaugh"; •' Nov, 12 B. Bosworth. '• Nov. 26 ....J. A. Paulfrey. .Jan. 1 J. A. Helton. " Jan. 24 J. Shackelford. " Mch 23 John T. Gray. " April 1 B. Hopkins. •• May 23 C. Paxon. ♦♦ .....Jan. 9 H. M. Shreve. •• Jan. 19 1. Gregg. " .....July 19 Nicolas Berthoud, ..August 6.. ..F. Duplises. ..August 26. ..Benj. Booth. ..Oct. 25 Silas Craig. Henderson " Dec. 30 Jonah Winters. Volcano 1819 Jan 4 Robinson De Hart. Alabama «' Jan 7 George Haushurst. Hecla «« Jan. 17 Francis Honorie. ...Jan. 20 Thos. Sturges. «< Feb 6 John Paulfrey, « Feb 12 Wm. Morris. «' Feb 18 John Campbell " Feb. 26 Stephen Vail. Exchange ' James Ross Maid of Orleans Maysville Tamerlain Frankfort Rifleman *< Rising States ♦• St. Louis « Ramapo " Paragon.. " May 14 S. Cumraings, Mobile «« May29 D.Paul. Mch. .Mch. .Mcli. .April • May 4 .J. G. Voohries, ..S. M. Baruer. ..Jas. Pierce. . .T. W. Hews. ,.H. Reed. Gen'l Clark , Yankee *• Feliciana 1820 Fayett '< Car of Commerce Beaver Gen'l Robertson Tennessee Rifleman Comet July 6 John Sowers. Dec. 10. ...P. A. Oliver. Feb. 9 P. A. Oliver. Feb. 20 Wm. Anderson, " Feb. 21 ... .Jas. Pierce. «' Feb. 21 D. Prentis. " Feb. 26 Luke Douglas, <« Feb, 26 Jos. Smith. " Feb. 27 S.M. Baruer. " Mch. 1 J.M.Byrne, ARRIVALS AT NEW ORLEANS. 14 L STEAMBOAT. TEAR. MONTH. CAPTAIN. United States 1620 Mch. 17 S.Hart. Columbus of New Orleans.. " Mch. 25 J.Forsyth. Gen'l Green " Mch. 25 G. M. Towers. Missouri *• Mch. 26 A. Gross. Manhattan 1819 Nov. 27 D. Jenkins. Rapids " Nov. 29 Thos. Sturges. Columbus of Kentucky *• April 4 L.Stephens. Cumberland " April 16 Wm. Walker, Vulcan " April 28 A. Ruter. F^yett *• April 29 John Mills. Teleeraph '• May 16 J. Armitage. Independence ** Oct. 22 J. Jenkins. Arkansas " Oct. 22 G. Rearick. Mississippi *' Nov. 7 Daniel McMeal. Velocipede " Nov. 29 Jacob Beckwith. Hornet 1821 Jan, 1 S. Brandenberg. Osage " Jan. 13 N. Bliss. Thos. Jefferson " Jan. 22 H. J. Offut. Olive Branch " Jan. 23 J.Sanders. Hero '♦ Feb. 12 B. Land. Alexandria *• April 10 Wm. Waters Gen'l Clark <« May 7 J.W.Byrne. Post Boy ** May 22 H. N. Breckenridge. Courier ** Jan. 6 J. Beckwith. Elizabeth «« Jan 9 J. B. Enlow. Dolphin " Jan. 24 C. Whiting. Providence '• . ...Dec 4 J. Lonsdale. Henry Clay *• Dec. 21 John Shalcross. Rocket. '« Dec. 28 W. H. Keer. Eliza... «• Dec. 28 B. Booth. Mandan " Dec. 28 Wm. Lynn. Geu'l Green ** Dec. 29 TheopMlas Minor. 142 GOULD S HISTORY OF RIVER NAVIGATION. CHAPTER XXX. EMBARGO ON THE NAVIGATION OF THE MISSISSIPPI. THERE were three periods in the history of the Mississippi River, when the free navigation of this river was pro- hibited. First in 1785. During the Spanish occupation under Gov- ernor Miro an active trade from the population on the Ohio had forced itself down the Mississippi to every part of Louisi- ana, and the people of the Western settlements claimed the natural right to the use of the river through the province of Louisiana, although in the eyes of Spain the\' were unques- tionably citizens of foreign power. It had early become a mat- ter of great interest to the Spanish authorities to derive a large revenue from the trade by the importation of transit and port duties. A revenue officer, with asuitable guard, and a military post, was established at New Madrid, Chickasaw Bluffs, and other points, at which all boats were required to make land and comply with the revenue laws; which were enforced with visor, even to the seizure and confiscation of the car^o. The Western people believed these duties exorbitant and unjust towards those who possessed a natural right to navigate the river free of all such impositions. The whole people of the West determined to resist this unjust taxation and a mili- tary invasion of Louisiana was devised for redressing the wrongs of the Western people and seizing the port of New Orleans. At the same time the Western people, indignant at the neg- lect of the Federal Government in not securing them the free use of the Mississippi, were strongly tempted to separate from the Atlantic States and to secure for themselves an independ- ent government. The Spanish authorities, becoming alarmed at this threatened invasion, and knowing the power of the Western people, agreed to make the necessary concession of the free navigation of the river. It was under these circumstances that Col. James Wilkinson, of Kentucky, made an arrange- ment with the Spanish authorities to descend to New Orleans with several barges and tlat-boats loaded with flour and other ar- ticles of Western produce. Having reached New Orleans, he ob- tained an interview with the Governor and at length succeeded in securing for himself and the people of the West permis- sion to trade with the city and to introduce free of duties many -articles of Western produce adapted to the Louisiana market. ATTACHilENT OF BOATS BY FULTON AND LIVINGSTON. 143 From this time forward the free navigation of the Mississippi was opened until 1612. — MotieU's History of the Valley of the Mississippi, SECOND PERIOD WHEN THE P REE NAVIGATION WAS PROHIBITED. In 1812, Livingston and Fulton obtained,a grant from the I^egislature of Louisiana for the exclusive right to navigate the waters of this State with steamboats behniging to their company. The first steamboat coming to the })ort of New Orleans that did not belong to the comi)any of Livingston & Fulton, was the Enterprise, Captain H. M. Shreve, in Decem- ber, 1814; immediately upon her arrival she was seized at the instigation of Livingston and Fulton, for infringing upon their rights to the exclusive navigation of the river within the bound- aries of Louisiana; Captain Shreve, as agent of the owners of the Enterprise, gave bond in the suit, and proposed to test the legality of any such law, or grant. The next independ- ent steamboat that appeared at this port was the Dispatch, in 1815 ; she was also seized while, loading with a cargo of sugar and molasses for the Ohio, the cargo was forcibly taken out of her, and she was ordered to leav^ the waters of this State and not return, under threats of confiscation. The captain not being prepared with bail was compelled to obey this unjust order, and departed without cargo for the Ohio, glad to save his boat. The next boat seized for trespassing upon the waters of Louisiana was the steamboat Constitution, that arrived at this port in 1816. She, like the Dispatch, was compelled to depart from the waters of Louisiana without cargo. The people of the West hearing of these out- rageous proceedings of the authorities of Louisiana, held meetings at Cincinnati and Louisville and denounced the au- thorities of Louisiana for making any such grant to Livings- ton and Fulton, and demanded from the Congress of the United States that they should immediately abrogate and set aside any such grant to the free navigation of the Mississippi River, and if it was not done they would send an armed expe- dition to open up the river. Whilst this excitement was pro- gressing. Captain H. M. Shreve arrived at this port in 1816, with the steamer Washington, a large and fine steamboat of her time. She also was immediately seized at the instigation of Livingston and Fulton for trespassing upon their waters. Captain Shreve this time had the case placed in the United States court, and after waiting some months it was finally de- cided that the State of Louisiana had no right to srant to 144 Gould's history of river navigation. Livingston and Fulton the exclusive right of navigating the- waters within her territory, and that all the rivers, lakes and bayous of the United States shall be free and open to all citi- zens of the United States, who might wish to navigate them with any kind of vessel. Thus ended the second attempt to prohibit the free navigation of the Mississippi. The third period when the free navigation of the Mississippi was interrupted was in 1861, shortly after the Civil War broke out between the United States and the Confederacy. A fort was established at Columbus, Kentucky, and no vessels of any kind were permitted to pass up or down. This blockade continued until 18(32, when Columbus was evacuated, also Memphis, Tenn., when the navigation was opened as far down as Vicksburg, and after the fall of Vicksburg and Port Hudson, was again opened to New Orleans SOUTHERN CONFEDERATE CUSTOM HOUSE REQUIREMENTS — 0. G. MEMMINGER, SEC. Among the amusing relics that have been preserved from the result of the late Civil War, none will afford comino^ gren- erations of Western boatmen more amusement than to read the following order issued by the Secretary of the Treas- ury, — C. G. Memminger. As the Confederate line was drawn at Norfolk, on the Mis- sissippi, a point just below Cairo, all floating craft of every description were required to land there, and report to the Con- federate officer, who was always prepared to enforce the order. And as all masters of vessels were soon convinced that resistance to Confederate authority, when they got be- low the line, was not only useless but dangerous^ Norfolk soon became a point of great importance, although before the war and the location of the revenue officer there, it was hardly known even to river men as anything more than a wood-yard and a warehouse. The requirements, although much condensed, were as fol- lows: " Masters of flat-boats with coal in bulk intended for points as above, must give, under oath, to the collector at Norfolk,. a schedule in duplicate, setting forth name of boat, master, owner, where from, quality, quantity and value, and the fact of its being intended to be landed at places other than ports of entry or delivery. On these schedules the collector will estimate the duties payable; and on payment of the duties at Norfolk, will endorse on the original schedule (to be returned INSTRUCTIONS FOR DELIVERING FREIGHT. 145 to the master) a certificate of payment, and a permit to land the goods. Should any portion of the goods arriving, as aforesaid, composed of dutiable or free articles, be destined to ports of entry or delivery, other than the port of final des- tination, permission may be given to land the same under the followino; regulations: *' The master shall present to the revenue oflScer at Norfolk a schedule in triplicate of the goods, describing them by their marks and numbers, number of packages and contents corres- ponding with the description in the general manifest of the vessel. Also stating the name of consignor and name of port of destination of the merchandise." " On the arrival of the vessel at an intermediate port, the master or commander is to present to the revenue officer the original schedule and will receive a general permit to land the goods upon their being duly entered and special landing per- mits issued, as now provided by law, for the landing of im- ported merchandise. Should the vessel out of business hours, or should circum- stances compel it, the master is permitted to deposit the goods either in a bonded warehouse or the custody of a revenue oflolcer, and shall receive a receipt containing all the particu- lars of the schedule and the original schedule shall be delivered to the person with whom the merchandise is deposited and by him delivered over to the collector or chief revenue officer as soon as the opening of the custom house will permit." On the arrival of the vessel at the port of final destination the master or commander shall make due entry at the custom house by delivering his original manifest together with all schedules enclosed, with the permits to land at intermediate ports, and the receipts of officers to whom any goods may have been delivered or any other document showing the disposition of any portion of the cargo, and the residue of the cargo shall be delivered on permits similar to those provided by law for the landing of imported merchandise. And the total cargo as shown by the original manifest, shall be delivered at this port, with the exception of such as shall be shown by docu- ments presented at the time of entry to have been landed elsewhere, under the penalties now provided by law, for dis- crepancies existing in the cargo of vessels arriving from foreign ports." In order to relieve vessels in this branch of importing trade from embarrassments, all goods imported therein, remaining unclaimed, or for which no entry shall be made or permit granted, within twenty-four hours after arrival, may be taken 10 " 146 GOULD S HISTORY OF RIVER NAVIGATION. possession of by the collector, and deposited in a bonded ware- house on a general permit issued by him for that purpose." To afford further facilities in the event of vessels in this trade arriving at the port of final destination before the o[)ening, or after the closing of the custom house for the day and a neces- sity exists for discharging the cargo, it shall be lawful to deposit same, or any part of it, at the risk and expense of the vessel, on the levee, in charge of the inspection service, of the customs, or in any bonded warehouse in the port, such por- tion of said cargo as may be practicable. The master or commander of said vessel obtaining for the goods so deposited, a receipt from the inspection officer, on the levee, or the custom officer, in charge of the warehouse, which receipt shall be delivered to the collector of customs as soon thereafter as the business hours of the custom house of said port will permit. "Any goods, wares or merchandise imported as aforesaid maybe entered at the port of destination, on presentation to the collector of the bill or bills of lading, together with the other documents now required by law, on the entry of im- ported merchandise, before and in anticipation of the arrival of the importing vessel, and the necessary permits for the landing shall issue on the completion of these entries. And on the presentation of these permits to the surveyor, it shall be his duty and is hereby required of him (if the vessel by which the goods are imported has arrived at the port), to detail an inspector of the customs to superintend the landing of the merchandise as described therein, and such landing is authorized before entry has been made by the im- porting vessel at the custom house when the interest of com- merce or circumstances attending such arrival, shall render it necessary. It must, however, be distinctly understood that it is unlaw- ful to discharge any portion of the cargoes of these vessels, except under the inspection and supervision of the custom officer. CLEARANCES. Before the departure of any vessel navigating the Missis- sippi or others rivers, destinecl to a foreign port or place be- yond the southern limits of the Confederate States of America, the master or person having the charge thereof, shall deliver to the collector or chief officer of the customs at the port from which the vessel is about to depart, a manifest of the cargo on board the same, in the form and verified in SEIZURE OF SUGAR ON STR. EMPRESS. 147 the manner now provided bylaw for vessels to a foreign port, and obtain from said collector a clearance as follows: " — <* CONFEDERATE STATES OF AMERICA.' Here follows the usual clearance certificate of vessels bound to a foreign port and then followo: — <' It shall be permitted to vessels engaged in navigation and commerce provided for by those regulations, after clearance, to take on board at the port of original departure, or any other place within the limits of the Confederacy, any goods, wares or merchandise, and to proceed therewith to a destination be- yond the Confederate limits on delivering to the collector or chief revenue officer at the port of Norfolk, on the Mississippi, or at the port nearest the frontier of the Confederacy, or any other river, a schedule describing all the goods on board — the quality, the value and destination, not declared in the manifest delivered at the time of clearance at the custom house of the original port of departure. The schedule thus received to be forwarded to the port from which the vessel may have originally cleared." Lastly, it is made the duty of the collector at the port of Norfolk, or at the other frontier ports, at which masters of outward-bound vessels are required to deliver schedules, to board all vessels bound to places beyond the Confederacy, in the same manner and at the hours heretofore provided for in- ward-bound vessels.'' It will be observed that these requirements are addressed to flat-boat masters with coal in bulk, etc. But there. was no distinction made between flat-boats, steamboats, or any other craft. All were required to land and to conform to the reg- ulations. But no great embarrassment or inconvenience was felt by the " regulations." For until Memphis was taken there was no business transacted by the river after the block- ade was established at Cairo. Even before that was officially announced, the Confederates established a sort of guenilla blockade at points along the river where they had troops sta- tioned and provisions were not very plenty. The writer calls to mind a case in point. In the early spring of 1861, returning from New Orleans with the steamer Em- press, and passing " Fort Wright," a temporary fortification a few miles above Memphis, we were brought to about day- light one morning by a shot across our bows from a cannon on shore, entirely obscured from view. As we were not at that early period accustomed to that kind of " hails " but 148 GOULD'S HISTORY OF RIVER NAVIGATION. little time was lost in responding to the hail. It was a cold, wet morning, and the officer and file of soldiers that stepped. on board as soon as the boat landed looked as if they had been on duty all night and that the easiest way to a compro- mise would be through the bar-room. I fortunately struck the key-note the first time, and sent for the barkeeper, and while it was a little early for me, I saw I was on the right road to an early release, and insisted that soldiers exposed to the inclemency of such nights were entitled to more than one drink, in which they freely concurred. Looking through our cargo, they saw nothing contraband or that would be useful^ to the Confederacy, except some hogsheads of sugar, marked Chicago. Nothing could have been more opportune ; rye or corn coffee without sugar was an abomination to a soldier of the Confederacy, and although, later on, it was often a luxury, but at that early date, with hogsheads of " Yankee " sugar ia sight it was no use talking, remonstrance was in vain, and the Chicago sugar rolled on shore and the Empress and her crew were permitted to pursue their winding way north, realizing for the first time that they were in the " enemy's country'* and hostilities had already commenced. We felt that we were fortunate in eettino; " through the lines," even with the loss of a few hogsheads of sugar. Other steamboats a day or two behind the Empress, were less fortunate and never returned to their home ports. Later on, the Empress made many nar- row escapes from masked batteries and guerrilla attacks. DIFFERENT STYLES OF ENGINES. 149 CHAPTER XXXI. THE WATT & BOLTON ENGINE. LWritten for the N. O. Democrat.] THE Watt & Bolton engine as originally used carried steam at a pressure very little above the boiling point. The difference between them and the high pressure was in the use of a condenser. On the Western waters the early low- pressure boats carried steam very seldom exceeding 10 pounds to the inch, but gradually, by the introduction of stronger boilers, this amount was increased to 30 and 40 pounds. The first boat — the ISew Orleans — had but one cylinder, 34 inches in diameter, and witliout a walkino; beam The engine was what is known as a steeple engine, vertical, with the pis- ton attached to a cross iron beam, something on the order of a saw mill engine. Many of the early boats had horizon- tal engines, low pressure, but single. The Caravan and Me- chanic of 1820 had high pressure engines with cross-heads. In 1824 the Hibernia and Philadelphia had also high pressure engines on the cross-head principle, but they were horizontal, and the pitmans and cross-heads ran under the boilers. All the early boats had their cabins on deck, and it was of import- uuce for the engine to occupy as little space as possible. The steeple engine took up but little more than the diameter of the cylinder. IS'one of the low pressure boats had two engines up to 1823 except the United States, whose cylinders built in England on the Watt & Bolton principle had walking beams. French's engine was the oscillating; the Comet had one of these engines. She was sold at Natchez, in 1813, and her machinery put in a saw mill. After the Comet, came the Enterprise, a larger boat, in 1814, and then the Dispatch. These three boats were built at Brownsville, Pa., by the Monongahela Steam Navigation Company, and had the oscil- lating engine. The Washington, built by Capt. H. M. Shreve, in 1816, had high pressure engine and four single flue boUers. Trevithick invented the high pressure engine, and inasmuch as there was a saving in the use of a condenser, and as high steam and expansion were also found good qualities, Wolf conceived the idea of combining the two qualities in the same engine and introduced the compound engine, the principle upon which the Hartupee engine is built. Oliver Evans never built any engines for Western boats, but his son George established a shop at Pittsburgh and built a few high-pressure engines. 150 GOULD'S HISTORY OF RIVER NAVIGATION. THE FIRST STEAMBOAT. ** A friend has favored the Times- Democrat of New Orleans with a copy of a letter that appeared in th.e Louisiana Gazette of the twentieth of October, 1810, from which it would appear that this city can claim the proud distinction of having built the first steamboat, and that, too, three years before Fulton built the Clermont for the Hudson River. The letter was written by Oliver Evans, of Philadelphia, the man who built and patented the first high pressure engine, and read as fol- lows: — " In the year 1802 or 1803 Capt. Jas. McKeaver and Louis Valcourt, having been in Kentucky, saw a letter which I had written to a gentleman there explaining how my improve- ments would apply to steamboats in the water, and agreed to construct a steamboat to ply between New Orleans and Natchez. The captain superintended the buihling of the boat, and Mr. Valcourt came to Philadelphia in the fall of 1803 and had the engine built at my shop, while I was in Washington, and they met at New Orleans, fitted the engine to the boat, ready for experiment, but the water had left them high and dry, and not likely to rise again to float the boat in less than six months. They having expended about $15, 000, their money was exhausted and they were left in a sad dilemma. Mr. Wm. Donaldson, of New Orleans, furnished them with money on condition they would take the engine out of the boat and apply it to drive a saw mill. This they did and began to saw 2,000 feet of boards in twelve hours, when incendiaries set fire to the mill and reduced it to ashes. They have both written to me frequently, that they were confident that the power of the engine was quite sufficient to have insured suc- cess in propelling the boat. The engine for this boat was only nine inches in diameter, the stroke of the piston three feet. I believe my princij)le is the only one suitable for pro- pelling boats up the Mississippi. This engine is ten times more powerful than the best English engine of equal dimen- sions. It has no equal, excepting the one I have since erected at Pittsburgh for Mr. Owen Evans; the cylinder is 9 feet 2-10 inches in diameter and 3 feet 2 inches stroke, and will grind 480 bushels of wheat in twenty-four hours. Oliver Evans. Note. — This engine was the first one used in the territory of Louisiana. The boiler consisted of cylinders of sheet iron, 3 feet 6 inches in diameter, 8 feet long, with flues. **bArE STEAMBOATS.'* 151 OLIVER EVANS ON THE STEAM ENGINE, [From Niles' Register, Vol. 13, 1817.1 ** Citizens attend. Surel}^ the sum of death and misery, occasioned by the explosion of the boilers of steam engines on the boats is now enough to arrest your attention, if you ever intend to travel on steamboats. This discovery has re- cently been so openly attacked, that the inventor is compelled to defend it. Therefore, I announce that more than forty years ago, I discovered the principles and afterwards the means of apply- ing the great and advantageous principle in nature of the rapid increase of the elaslic ponier of steam, by geometrical progression and by the small increase of heat in the water by arithmetical progression, and thereby lessen the consumption of fuel, the size and weight of tbe steam engine to suit for steamboats. For double heat in the water produces 128 times the power, and double force consumed produces sixteen times the effect. I have since got into operation seventy or eighty steam engines constructed on the unimitable and eternal principles and laws of nature, so combined and arranged that it is nearly beyond the art of man, either by neglect, design, ignorance or malice, to explode them by the elastic power of steam. He can only make them yield to the inevitable power, in a small degree, so as to let the power escape until the steam extinguishes the fire, and the danger ceases, by the regular operation of the engine itself. No accident has ever happened with any of my en- gines to do any injury." I published in 1805 a laborious and difficult work (pro- duced by long intense study) on this new and abtruse subject, describing and demonstrating those principles and directing their application to mills, and also to boats, by means of the very paddle wheels, since adopted, which mode of application I had conceived, or understood, well, for about thirty years before. To this book I now refer, '* The Young Steam Engineer's Guide." It is to be seen in the Philadelphia library. My cylindric boilers, 15 inches in diameter with the ends closed, with half globes, will hold about 1,300 pressure to the inch area of its inner surface. If twenty inches diameter, about 1,000 lbs., if thirty inches about 700, and if sixty inches diameter, they will bear about 350 lbs. when constructed with wrought iron sheets, one quar- 152 Gould's history of river navigation. ter of an inch thick, thoroughly riveted together, and that with as much safety as any other form will bear, ten pounda to the inch. Double diameters will hold but half the power. But, further in my cylindric boilers the stress to make them yield, is equal in every part, and because it is impossible for any workmen to construct any boiler to be equal in strength, in all its parts, but that some part, or rivet, of a thousand, will be weaker than the rest, and yield first by a small open- ing, to let the power escape inside the furnace, and steam enough to extinguish the fire. Thus the operation of the engine itself stops all danger." " Then we may safely conclude, and say, that it has been proved in practice that these boilers cannot be exploded to do any serious injury. Not in such a degree, as to force through the furnace wall of a mill, and much less to force through the sheet iron covering of the boiler in the steamboat x^tna, by the elastic power of them. I defy contradiction or any person to explode one of my boilers by steam." CRITICISIMS on OLIVER EVANS' theory of non-explosion of the cylinder steam boiler! While he is very positive that his boilers can not be ex- ploded by the elastic power of steam, later experiences &how that he w^as sadly mistaken. Without knowing; the kind or character of his furnace it is impossible to say what would be the effect of a leak in the boiler. The assertion he makes that a leak would extinguish the fire and thus make an explosion impossible would not hold good in more modern experience. If a weak place in the boiler sheet, or an imperfect rivet was always on the bottom of the boiler, or on the part exposed directly to the fire, what he anticipated would sometimes occur. But unfortunately for his theory, and for our experience, cylinder boilers have not been so considerate as to give timely warning before ex- ploding in many instances. Still the name of Oliver Evans will long be remembered among the foremost of the enterprising and practical engi- neers of the age in Avhich he lived, and probably no one did more to develop the power of steam and make it practical than did Oliver Evans. No inventor in any age excelled Mr. Evans in his efforts before Congress and the public at large, to secure recognition and pecuniary assistance to enable him to extend his experiments and to advance th€ cause and pro- mote the science of steam engineering. OBJECTS OF THE YELLOWSTONE EXPEDITION. 153 He predicted in 1794, that steam wagons would travel from Philadelphia to Boston in one day, and that the man was then living that would see the Ohio and Mississippi Rivers <2rossed with steamboats. CHAPTER XXXII. [ Niles' Register, Vol. 16, 1819.] THE Yellow Stone Expedition is to be one of the most respectable and imposing charncter. It seems probable that 900 or 1,000 men will be stationed at the upper posts on the Missouri. A large steamboat has been launched to supply them with stores, etc., and a small boat called the " Western Engineer," built by the United States, to draw only nineteen inches water with all her ma- chinery, etc., on board, is ready at Pittsburgh, if not already left, to take out Maj Long and an exploring party consisting of se\'>Bral learned gentlemen whose business is to collect infor- mation of all things relating to the great river Missouri, and the parts adjacent. THE western engineer, As described in iV^7es' Register, Vol. 16, while laying at the land- ing in St. Louis, previous to her departure on the " Yellow- stone Expedition," 1819 : — " The Western Engineer is moored at the landing at the upper part of the city of St. Louis, where she lies waiting for orders. In passing the Independence and the St. Louis, then at anchor before the town, she was saluted by these vessels. The bow of this vessel exhibits the form of a huge serpent, black and scaly, rising out of the water from under the boat, his head as high as the deck, darting forward, his mouth open, vomiting smoke, and apparently carrying the boat on his back. From under the boat at its stern issues a stream of foaming water, dashing violently along. All the machinery is hid. Three small brass field-pieces mounted on wheel carriages stand on the deck. The boat is ascending the rapid stream at the rate of three miles an hour. Neither wind nor human hands are seen to help her and to the eye of ignorance the illusion is complete that a monster carries on his back smoking 154 GOULD'S HISTORY OF RIVER NAVIGATION. with fatiiiue and lashing the waves with violent motion. Her equipment is at once calculated to awe and to attract the Bavage. Objects pleasing and terrifying are at once before him — artillery, the flag of the Republic, portraits of white men and an Indian shaking hands, the calumet of peace, the sword through the apparent monster with a painted vessel on his back, the sides gaping with port-holes and bristling with guns — taken altogether and without intelligence of her com- position or design, it would require a daring savage to ap- proach and accost her with Hamlet's speech: — •' Be thou a spirit of health, or soblin damned, Bring with thee airs from heaven, or blasts from hell? Be tiiy intents wicked, or charitable? Thou comest in such questionable shape, That I will speak with thee." THE LONGEST BOAT ON THE MISSISSIPPI STEAMBOAT MISSOURI. Probably no steamboat owned at St. Louis has ever created more curiosity in the minds of its citizens than did the " Big Misssouri " on her arrival at the wharf in April 1841. Her size was phenomenal and her fame had so far preceded her arrival, that everybody was on the qui vive to see her. She was 233 feet long, which was longer than any previous boat, 30 feet beam, 8 1-2 feet hold, 59 feet over all. She drew 5 1-2 feet light, wheels 32 feet diameter with 12 feet buckets, cylinders 26 inches, 12 feet stroke, two engines and seven 42 inch boilers, her capacity was 600 tons. She was built at Pittsburgh under the direction of Capt. J. C. Swan, her com- mander, and cost $45,000. There is no public record of her performance, as she was burned at the whart in August of the !-ame year. But there is no doubt if she had been given a fair chance, she would have made the trip from New Orleans to St. Louis about as soon as it was made by the " J. M. White " three years later. MAMMOTH STEAMBOAT. The following extract taken from the N'eiv Orleanfi Thnes- Deriiocrat will show the difference in views between now and then : — A MAMMOTH STEAMBOAT BUILT SIXTY-FIVE TEARS AGO. The steamboat LTnited States was built at Jeffersonville, Ind., 1819; sole owner, Edmund Forstall of New Orleans; Samuel Hart, master; measures 645 82-95 tons; enrolled at FIRST STEAMBOAT UNITED STATES A FAILURE. 155 New Orleans, t/anuary, 1821. Mr. Vandusen, a ship builder of New York, contracted to build this boat, and he brought out from New York fifty mechanics and ship carpenters to do the work, as there were very few shij? carpenters in the West at that period. After finishing the hull and upper works she was floated or worked by sweeps to New Orleans for the purpose of receiving her machinery in 1820, The engine was built in England upon the Watt and Boulton plan of low pressure en- gine with walking beam. Her planking and timbers were of immense thickness, twenty inches of solid wall so as to make her snag proof. She made several voyages between New Orleans and Louisville, but was of so heavy draft and slow speed that she did not prove a success. In 1823, while lying up at Withers' saw mill, just above the city, the batture caved in and sunk her. There is only one steamboat man living in this city, Capt. Louis Choat, who remembers this boat, as he was here at the time she was lost ; he says sh^ was the wonder of the Western world, and was thought to be the larg-est steamboat in the world. Thirteen years time elapsed before another steamboat of so great a tonnage was built in 1832. Old Timer. steamboat enterprise, 1814. The Enterprise was the fourth boat built, and though only a small boat of 75 tons was a very remarkable one in many respects. She made two trips in the summer of 1814 be- tween Brownsville and Louisville, and in December of that year came to New Orleans with a load of ordnance stores, and on arrival was pressed into service by Gen. Jackson. She after- wards made five trips to the Balize towing vessels, made a trip to the rapids of Red River, and ran to Natchez. The distance to Natchez was then called 313 miles; this distance she used to make without the use of sails in four days. In August of 1815 she went to Pittsburgh in 54 days, 20 days of which time was consumed in handling freight, all of which was considered a very remarkable trip. In 1812 Livingston and Fulton ob- tained from the authorities of this State a grant or charter for the exclusive navigation of the waters of the Mississippi River for a period of 20 years. As the Enterprise was built by other parties, she was seized while here at the instance of Liv- ingston and Fulton, who claimed that they alone had the right to navigate the Mississippi River by steam and that she was infrino-ing; on their rights and violating; the law. She was bonded out and the case carried to the Supreme Court. After 156 GOULD'S HISTORY OF RIVER NAVIGATION. a delay of three years the court decided that in accordance with the constitution of the United States the navigation of the Mississippi river was open and free to all the people of the United States and for all time to come, and declared that the ffrantins of exclusive i)rivileo;es was of no effect and null and void. VVe have said that the Enterprise was a remarkable boat; so she was, for the reason that she was the first boat to discard the use of sails and depend upon steam alone. She was the first steamer that went to the mouth of the river, the first to engage in the towage business, the first that ever went to Red River, the first to be seized by i)rocess of law and to give bond, and last but not least, was the first steamboat commanded by Capt. H. M. Shreve, a man whose name will be remembered as long as Fulton's, who built the first high pressure eagine, who used cranks, who invented the cam shutoff, suggested flues in boilers, planned and built the first snagboat, removed the great Red River raf t *and opened that river to navigation, and after whom the town of Shreveport is named. By way of coinci- dence it is Avorthy of remark that the first boat to go up Red River after the removal of the raft was a boat called the En- terprise. Previous to that date keel-boats were the means of transportation, passing round the raft by the way of Loggy ])ayou into Lake Bisteneau, Willow chute and Red chute, crossing into Twelve-Mile bayou, from thence into Soda lake and Black and Red bayous to Fort Towson, the then head of navigation. During the year 1821 the following amount of tonnage from foreign countries was entered: American, 51,458 tons; Brit- ish, f6, 21(5; French, 1,186; Spanish, 551; Dutch, 363; Han- seatic, 2,139; Danish, 1,962; Swedish, 552; Hanoverian, 288; a total of 74,742 tons. In the year ending October 1, 1817, 1,500 flat-boats and 500 barges came dowu the Mississippi to this city loaded with pro- duce. During the year 1821, 287 steamboats arrived, 174 barges and keel-boats, and 441 flat-boats; the levee duty on which amounted to $8,272. Each loaded flat-boat paid a duty of $6; boats or barges, 70 feet or more in length, $10; less than 70 feet, $3. Steamboats pay levee duty according to their ton- nage, viz: 100 tons and under, $6 ; from 100 to 150, $9; 150 to 200, $12; 200 to 250, $15; 250 to 300, $18; 300 to 350, $20; 350 to 400, $22; 400 to 450, $24; 450 to 500, $26; 500 to 550, $28; and above 600 tons, $30. Up to 1822, 83 steam vessels had arrived at the landing, the .smallest ot which was the General Harrison, 28 tons; the larg- RECEirTS OF STEAMBOATS AND PRODUCE IN N. O. IN 1821. 157 est, the United States, 645 ton?. Among this number is in- cluded the steam schooner Fidelity, of 139 tons, and the steamship Robert Fulton, of 530 tons. The receipts of cotton for the year 1821 amounted to 191,- 216 bales, molasses 1,000,000 gallons, sugar 20,000 hogsheads, rice 12,000 barrels, tobacco 28,000 hogsheads. New Levee street was the front street in 1822, and the in- side edge of the wharf was 60 feet from the stores, erected on the swamp side of the street. Below Canal street this same street w^as called Levee street. The population of the city in 1822 was 40,000. The width of the I'iver opposite this city was placed at 2,880 feet; depth 26 fathoms. The descent of the land from the river to the lake was 7^ feet. The garrison where Foi't St. Philip now stands w^as founded May 28, 1700 ; 17 years later this city was laid out and named. In 1788 the city contained 1,100 houses, but a tire in March of that year consumed 900 of them. THE SECOND STEAMBOAT ** NEW ORLEANS." In the Louisiana Gazette of April 7, 1816, is this reference to the old and new steamers New Orleans, or number one and two. "The new steamboat New Orleans, lately built at Pittsburgh to replace a steamboat of the same name sunk and destroyed in 1814." She has the machinery of the old boat, and it will be considerable time before she can be fit for service." Id the same paper, of July 26, 1816, is this notice, "Yes terday morning the new steamboat New Orleans, Captain Gale, went off from the levee very handsomely on her first tiip to Natchez, a great numbei of lady passengers on board. The New Orleans is a very handsome boat." STEAMER " VESUVIUS." The Louisiana Gazette of June 12, 1812, contains this ad- vertisement. " FOR SHIPPINGPORT. " The elegant new steamboat Vesuvius will be ready to re- ceive freight for shipping port in a few days and will sail with all possible dispatch. The gentlemen who have already left their names will please call and secure their berths, as none- will be retained after Sunday 22d. — Bi/ order of the Directors Peter F. Ogdon, President.'^ 158 GOULD'S PIISTORY OF RIVER NAVIGATION. In au issue of that paper of July 181G, is the following an- nouncement: "The steamboat ' Vesuvius ' burned at Natchez. She was to have set out for her place of destination on Sunday morn- ing'. In the afternoon of Saturday Captain De Hart raised steam and started up the river. The machinery did not work well, and while examining: the cause she was discovered to be on fire, and the crew had to abandon her. She floated down the current in a majestic blaze. This is an immense public calamity. The estimated loss of boat and cargo is $200,000." DIFFERENT VERSIONS NOT TANTOLOGY. While these desultory scraps of history are by no means sat- isfactory, they are undoul)tedly reliable as far as they go, and serve to illustrate to some extent the situation and the feelinof created by the introduction of steam in navigation. By collating the items, or scraps of history as they are in- terspersed through these pages, a general knowledge may be arrived at, although if chronologically arranged would be more enjoyable, but that seems difficult to do with the meager records there is to draw from. This will be apparent from the discrepanc}^ in the records often ; and without reflection, may look like tautology, and might be obviated to some extent by slight changes in the text. But as it is not hni^ortant it is thought best to preserve the text in the main, and quote the history as found. STEAMBOAT ARRIVALS IN NEW ORLEANS. [From a New Orleans paper.] THE BEGINNING. *< In 1S04 the amount of tonnage to this city was very small. Commerce was carried only by means of flat-^oats and barges. There seems to have been no record kept of these arrivals until the year 1812. From 1812 to 1824 the record gives the number of arrivals but not the tonnage. They increased rapidly, however, as quantities of sugar and molasses were shipped to the Ohio. This was along andtedious voyage indeed, as the boats were propelled almost entirely by hand. As a general thing, though, these boats were sold here for their lumber, and the owners, with the proceeds of their venture in their pockets, would cross the lake, and, striking the Natchez AARON burr's FLEET SURRENDERED. 159 trail, Mould start a-foot for their homes 1,000 miles away. In 1812 a new era in transportation appeared. This year the fir^;t steamboat, the New Orleans, arrived at our landing. She was a low pressure boat of 371 tons. In 1814 the second boat, the Vesuvius, of 340 tons, arrived and in 1815 the Enterprise, of 100 tons, the first boat to make the return trip to Pittsburiih, and which took her fifty-four days to accomplish. The Vesuvius also made a trip to Louis- ville this year. The fourth boat, the Etna, of 3(50 tons, arrived here in 1815. In 181 fi there arrived the Dispatch of 90 tons, the Washington of 412 tons, the Franklin of 131 tons, and the Constitution of 112 tons. The Washington was the first boat to be called fast. In 1817 there arrived the Harriet of 54 tons, Buffalo of 249 tons, Kentucky of 112 tons, James Monroe 140 tons, James >Madison 148 tons, Vesta 203 tons, and the Gov. Shelby 100 tons. In 1818 the Gen. Jackson 142 tons, Pike 51 tons, Cincinnati 157 tons. Napoleon 315 tons, Eagle 118 tons, Newport 59 tons, Heclal24 tons, Johnson 140 tons. Exchange 212 tons, riames Ross 2(i9 tons, Ramapo 146 tons, Tammarlane 214 tons, Mays- ville 209 tons, Maid of Orleans 193 tons, a total for the year of 14 new boats, with an aggregate tonnage of 2,347 tons. In 1819 there arrived the Ohio, Volcano, Alabama, Rifleman, Rising States, St. Louis, Paragon, Mobile, Gen. Clark. Yankee, aver- asinST 150 tons each. In 1820 the Feliciana, Frankfort, Car of Commerce, Vulcan, Gen. Roberts, Tennessee, Comet, Hornet, United States, Columbus, Gen. Green, Missouri, Elizabeth, Beaver Rapids, Fayette, Cumberland, Arkansas, and the In- dependence, nineteen boats, whose tonnage aggregated 2,850 tons. In 1821 there arrived the Manhattan, Mars, Velocipede, Olive Branch, Hero, Dolphin, Osage, Telegraph, Rapides, Post Boy, Alexandria, Courier, Columbus, President, Rocket, Gen. Green, Elizabeth, seventeen boats, tonnage 2,550 tons. In 1822, Henry Clay, Rifleman, Neptune, Favorite, Expedi- tion, Mandan, Nashville, Providence, Teche, Robt. Thomp- son, Indiana, eleven boats, 1,540 tons; and in 1822, the Leo nard, Calhoun, Gen. Pike, Congress, Hope, Fidelity and the Robt. Ray, 7 boats with a total tonnage of 1,050 tons. Colonel Aaron Burr's Expedition loith a fleet of Flat-hoats down the Blississippi River in 1807 , with the intention of invading Mexico, as he had a large force of armed men with liim. 1807. Early in January one of the coldest winters ever known in Misi^issippi , Col. Burr, with nine boats arrived at the mouth of Bayou Pierre and tied up on the western or 16Q Gould's history of river navigation. Louisiana shore. The Governor issued an order to the mili- tary authorities to arrest Col. Burr and his fleet, as he was charged with high treason. Lieutenant Patterson, of the mili- tia, immediately marched to the point where Colonel Burr's fleet was moored and demanded a surrender of men and boats. The terms were accepted and he surrendered to the civil author- ities of Mississippi. In addition to the military force th^ Gov- ernor had induced Commander Shaw, in command of the naval forces at New Orleans, to concentrate the most of his vessels at Natchez to oppose the tremendous flotilla of Col. Burr re- ported to be coming down the river. The following armed vessels were anchored in the Mississ- ippi opposite Natchez, January, 1-apporting while in French possession, the Government being compelled to make good a large deficit each year. EXPORTS FROM THE MISSISSIPPI VALLEY. In 1763, when Louisiana was transferred to Spain, the total export trade of the colony was estimated as follows : — Indigo $100,000 Deer skins 80,000- Lumber 50,000 Naval stores t 12,000- Rice, peas, and beans 4,000 Tallow 4,000- Smuggled trade 54,000 Total 304,000 The deer-skins and tallow came from the upper country ; the indigo was mainly from Louisiana; the naval stores were pro- duced in the Mississippi Sound country, which, although a part of Louisiana at the time, is not within the limits of the Mississippi Valley. Louder the Spanish rule Louisiana rapidly advanced com- mercially. The importance of the Mississippi was beginning to be recognized, and the great powers of Europe soon became involved in a game of intrigue for its possession. The popu- lation of the Lower Mississippi country — what is now Louisi- ana — advanced rapidly and the commerce doubled every few years. For the first time in the history of the Mississippi large shipments were made up the river, and it was through MERCHANTS OF NEW ORLEANS IN 1778. 18^ New Orleans and by the river route that the struggling Ameri- can colonies received through the connivance of the Spanish Government the arms and gunpowder they needed so sorely in the Revolutionary war. The fur trade of New Orleans had reached a high figure by this time, some $100,000 a year, nearly all of it the produce of the trappers in the Northwestern forests. It was from the Mississippi Valley also that Cuba got much of its lumber and a majority of the boxes in which the sugar crop of the island was packed. By 1770 the com- merce of New Orleans and the Mississippi Valley had increased to exports of $631,000 a year — mainly furs, skins, indigo, and lumber. New Orleans, which had possessed no commerce worth speaking about before and no merchants — the articles consumed in the colony being obtained mainly from the Gov- ernment vessels and only so man}^ ships being allowed to enter the river each year — begun to talk of trade and to complain that the British were engrossing the commerce of the Missis- sippi Valley. In 1778 the merchants of New Orleans, who had grown to be of some importance, were granted special privi- leges by the Spanish Government on account of the loyalty and courage shown by the Louisiana troops, who had, under Governor Galvez, captured Baton Rouge, Pensacola, and other important points, and driven the British out of West Florida. In return for their coiu'age and loyalty. New Orleans was granted the privilege of sending each year so many ship-loads of goods to France instead of being compelled to ship all its products to Spanish ports. This marks the opening of the Mississippi to the commerce of the world. Previous to this grant there was no freedom whatever. Under Crozat, under the French and afterwards under the Spanish, the trade v/as regulated and controlled by the government; the people were not allowed to ship where they wanted to or what they wanted, and no vessel of a foreign power, whether friendly or not, was allowed to enter the river for commercial puri)oses. In the meanwhile a settlement was growing up on the Ohio and its tributaries that soon changed the future of the entire Mississippi Valley. When the United States became possessor of the Ohio basin, as the legatee of Great Britain, the total white population of the vast region was only a few thousand, almost wholly of the French origin, and engaged more in hunting than in agriculture. About the time the Revolutionary war opened a new immigration set in from the English colonies on the At- lantic, over the Alleghanies into the Valley of the Ohio. The story of Daniel Boone and the settlement of Kentucky, Ten- 184 Gould's history of river navigation. nessee, and Ohio has been told already in full. Within twen- ty years after the first white American was settled in the basin of the Ohio, its population was producing large surplus crops of all kinds and seeking for an outlet by which they could be shipped to market. During the Kevolutionary war the United States had stationed an agent in New Orleans for the purchase of guns and ammunition for the Continental forces and their shipment up the river to Pittsburgh and thence overland to Philadelphia. In 1788 the settlers in Kentucky and Tennes- see were shipping a large quantity of produce down the Mis- sissippi ; and several Philadelphia merchants found it profit- able to establish themselves in New Orleans for the purpose of handling this trade, which amounted at that time to some $225,000 a year. THE RIGHT OF DEPOSIT. One of the first diplomatic acts of the young Republic was to secure greater facilities for its citizens settled in the Missis- sippi Valley in the shipment of their surplus crops. Nearly half the country lay in the basin of the Ohio or the Mississippi and dependent upon '* the Father of Waters" to reach the sea- board. No one at that time, save Washington and a few others, dreamed of sending goods over the Alleghanies by canals or other means ; and it was deemed absolutely necessary for the prosperity of the great region lying between the Blue Ridge and the Mississippi that the river should be neutralized as the Suez Canal is to-day and the settlers on its upper tribu- taries allowed to ship their produce through it without paying toll to the country of Spain, which happened to own its mouth, just as has been done with the Danube. Negotiations to this end were begun with Spain, and in 1795 the treaty of peace between that power and the United States made the Mississippi free to the commerce of the Western peo])le, who were given for three years the right of deposit for their pro- duce at New Orleans. If, at the end of three years, Spain desired to fix another place of deposit it was at liberty to do so. The result of this treaty opening the Mississippi to the com- merce of the Western Territories had the effect that might have been expected; and the river trade suddenly sprang for- ward with startling rapidity, and reached what was deemed in those days an immense figure. It is interesting to note the traffic on it then, so as to see what advance there has been in the ])ast hundred vears. EXPORTS OF PRODUCE FROM NEW ORLEANS IN 1795. 185 The exports of New Orleans at that time were estimated by an expert, who made a careful examination of the matter, as: — Cotton (200,000 pounds) .§50,000 "Furs 100,000 Boxes (for sugar, 200,000) 225,000 Sugar (40,000,000 pounds) 320,000 Indigo (100,000 pounds) 100,000 Tobacco (200,000 pounds) IG.OOO Timber 50,000 Rice (2,000 barrels) 50,000 Western produce (flour, tobacco, etc.) 500,000 Total i $1,421,000 The fnrs came from the upper country ; so did some of the cotton; the snuar, indigo, r:ce, and timber from the Spanish possessions in Louisiana; the rest from Kentucky alid Ohio. In 1798 the receipts of produce from the American settle- ments on the Ohio reached $975,000, and were increasing some $300,000 a year with the new population pouring into the country. The three years during which New Orleans had been agreed on as the depot for Western produce, according to the treaty between Spain and the United States had ehipsed. The attention of the Spanish Government was called to this, and it was urged by the Kentuckians that if Spain desired to make a change, another point be selected ; but nothing was done. It remained for the Spanish intendant, Morales, to interpret the treaty as meaning that with the lapse of these three years the Americans lost all right of deposit at New Orleans or any other point in the Spanish possessions, and that the Lower Mississippi was thus virtually closed to them. It was a fatal decision, for Spain, and if Senor Morales had seen the consequence or understood the feeling that his action aroused in Kentucky, Ohio, and Tennessee, he would never have been guilty of it, for his decision lost Louisiana to his government. The neutrality and freedom of the Mississippi became at once the aim of American diplomacy, and the United States was convinced that the stability of the Govern- ment and the commercial necessities of the West required the possession and control of the Mississippi. For the next four years the Mississippi problem and the purchase of Louisiana were the chief subjects of discussion in Congress, and Ameri- can statesmen at home and abroad worked and intrigued zealously to prevent the Mississippi falling from the hands of a weak power like Spain into those of a strong one like England or France, both of whom had their eyes on 186 Gould's history of river navigation. this rich, ftrtile, and productive valley, whose wealth was just beginning to be recognized. As for the Western people, the Kentuckians and Tennessee- ans, they were wild with fury when they heard that their only- outlet to market was closed to them by Morales' s order. An expedition to New Orleans to capture the city and drive the Spanish out of the Mississippi A'alley was seriously discussed. An account was taken of the men available for military serv- ice, who were estimated at 20,000, and the preliminary organi- zation begun, when the President sent three regiments to the Ohio to prevent such a filibustering expedition, and assured the people that the matter would be settled by diplomacy. Petitions poured into Congress demanding that it take some action to open the Mississippi to the commerce of the West- ern Territories. The following, which is one of the petitions presented at the time, gives an idea of the Western sentiment on this subject: — petition of the people of KENTUCKY TO CONGRESS, 1798. ** The Mississippi is ours by the law of nature; it belongs to us by our numbers and by the labor which we have be- stowed upon these spots, which before our arrival were desert and barren. Our innumerable rivers swell it and flow with it into the Gulf of Mexico. Its mouth is the only issue which nature has given to our waters, and we Avish to use it for our vessels. We do not prevent the Spanish and French from ascending the river to our towns and villages. We wish, in our turn, to descend it without any interruption to its mouth, to ascend it again, and to exercise our privilege of trading on it and navigating it at our pleasure. If our most entire liberty in this matter is disputed, nothing will prevent our taking possession of the capital (of Louisiana,) and when we are once masters of it, we will know how to maintain ourselves there. If Congress refuses us effectual protection, if it for- sakes us, we will adopt the measures which our safety requires, even if they endanger the peace of the Union and our connec- tion with the other States. No protection, no allegiance." There is no doubt that this threat of secession was very popular among some of the pioneers of the West. It must be remembered that the Federal Union was less than ten years old; that the settlers along the Ohio were cut off from the At- lantic sea-coast by mountains through which no roads of any kind ran; that their sole dependence was the Mississippi, and, their crops were of no value without the use of that stream. FREEDOM OF THE MISSISSIPPI DETERMINED UPON. 187 The Government recognized the justice of these plaints, and Mr. Madison himself, while Secretary of State, in writing to the American minister at Madrid, said of the AVestern people: "The Mississippi River to them is everything — it is the Hudson, the Delaware, the Potomac, and all the navigable waters of the Atlantic States formed into one stream." In the meanwhile this embargo had caused considerable trouble in New Orleans, where it threatened to create a famine. The lower river country, as to-day, raised articles like indigo, sugar, and cotton, mainly for export, and not enough pro- visions for the supply of the population. As a consequence of the stoppage of the shipments from the Ohio, there was a dearth of llour and other Western produce in New Orleans. The discussion over the trade of the Mississippi found its way into Congress, and served as the chief subject of debate. Mr. Ross, of Pennsylvania, representing the "Western element, offered the following resolution : — " Rt'solved, That we have an indisputable right to the free navigation of the river Mississippi and to a convenient place of deposit for the produce of the country and its merchan- dise in the island of Orleans. ^^Besolved, That the President be authorized to take im- mediate possession of the country and to call into service the militin of the Western States." The difficulty was finally definitely settled by the action of President Jefi'erson in purchasing Louisiana; and in 1803 the people of the Western States were satisfied by having the Mississippi not only thrown open to them, but actually be- longing to the United States of America. SHIPMENTS FROM THE OHIO. The increase that had taken place in the population of the Upper Mississippi Valley in two decades is well shown in the shipments from that region to New Orleans during this period of contention. These shipments were, for 1801, for the districts of Ken- tucky and Mississippi alone, $1,026,672, and for all the American possessions $2,111,672. « In 1802 the shipments from Kentucky alone Avere $l,182,- 864, and for the Ohio Valley and that portion of the Missis- sippi basin possessed by the United States — all from Bayou. Manchac up — including all Mississippi and portions of Lou- isiana and Tennessee, $2,637,564. Adding what is known of the products of Louisiana, the 188 Gould's history of river navigatiox. commerce of the Lower Mississippi Valley, that is the ship- ments down the ^Mississippi toward New Orleans, either for consami)tion in the lower river country or for export, was in the first two years of the present century as follows: — Value op Exports BY River. 1801. 1802. American territories : Peunsylvania and territory northwest of Ohio.... §485,000 $700,000 Kentucky aucl Tennessee and Mississippi l,G2(J,l)72 1,52J,064 Mississippi territory 412,500 Spanisli possessions: Upper Louisiana 115,000 120,000 Lower Louisiana 1,422,(550 1,720,800 Total 83,649,322 .$4,475,364 There are no records of the shipments up the river, but they were small as compared with the down trade, except for the country immediately around New Orleans. The imports at that city about equaled the exports of the Spanish posses- sions, and included such manufactured articles as could not be obtained in the colony. These were brought to New Orleans from France and Spain, and distributed among the towns and ])lanters by l)arges, pirogues and plantation boats. Less than 10 per cent of the imports found their way above Red River. The sliipments from New Orleans consisted of the follow- ing articles: 34,500 bales of cotton of an averasre Aveight of 300 pounds each, a much smaller bale than to-day; 4,500 hogsheads of sugar of 1,000 pounds each; 800 casks of molasses of 125 gallons each, equal to 2,000 of the barrels used to-day in shipping molasses; 4,000 casks of tafia or rum made from Louisiana molasses, each of 50gallons; 3,000 pounds of indigo, the cultivation of which had proved a fail- ure in Louisiana, and which was rapidly giving place to sugar; luml)er and boxes to the value of $300,000 ; peltries and skins to the value of $120,000 ; rice and other miscellaneous products to the value of $80,000. These were the products of Louisiana. Among the chief articles of Western produce received from the American territory were: 50,000 barrels of flour ; 2,000 barrels of pork--; 1,200 barrels of beef; 2,400 hogsheads of tobacco; 25,000 bushels of corn. Besides, there were butter, hams, meal, lard, beans, hides, staves and cordage. From Pennsylvania, and, indeed, from some portions of Western New York, the woodsman or pioneer of that era loaded his flat-boat w ith the products of the season and began his voyage down the river to New Orleans. It was a trip of VALUE OF A FLAT-BOAT CARGO IN 1800. 189 months of danger and exposure, for at least nine-tenths of the distance was wholl}- uninhabited by whites, and the Indians through all the river country were sullen and hostile. The Ohio Falls were passed with difficulty — generally during the high water — pilots being specially employed for this portion of the route. In the Mississippi itself were snags and dan- gers innumerable. When New Orleans was reached the pro- duce was sold for, say, $2,000 to $3,000, which was about the average value of a cargo. In the earlier days the land route was seldom followed home, as the Indians held all north- ern Mississippi ; but later this trail was popular, and the flat- boatman returned home across Lake Ponchartrain and thence northward through Nashville — a trail marked to this day. In the first years of the century, however, he generally went by sea to some of the American cities on the Atlantic coast, Bal- timore and , Philadelphia being the favorites, laid in a supply of calicoes and other manufactured goods there, and got home six months after his departure, just in time to plant another crop. VESSELS EMPLOYED IN RIVER TRADE. The vessels employed in the river trade had changed con- siderably during this period of development, and the rude pirogues and bateaux of the early French settlers had given place to the flat-boat or Kentucky boat and barge, and after- ward to the keel-boats of the Americans. The flat-boat of that day was a small affair, not one-tenth the size it attained half a century later. It averaged nearly 30 tons, and made the trip from Louisville or Cincinnati to New Orleans in 60 days. The professional flat-boat men made but three trips a year, selling not only their produce in New Orleans, but their boats as well, when they were broken up for lumber. The cheapness of this means of transportation — for the building of one of these boats cost but $20 — made it admirably adapted to the condition of the country at the time. The flat-boat man, after selling out his cargo and boat in New Orleans, and probably having a spree there, returned home by way of Philadelphia, or, at a later day, tramped overland with what money he had left strapped around his waist. The first boats were built in the Mississippi Valley in 1787 near Pittsburgh, when 30 bateaux, 40 feet long by 9 wide, were constructed for the Government for the transportation of troops and provisions. The trade of the Lower Mississippi, as will be seen, went almost wholly down stream. There were some few light ship- 190 Gould's history of river navigation. ments up the river from New Orleans, but the bulk of the manufactured goods and sup})l;es needed by the settlers on the Ohio were obtained, not through New Orleans, but in the American cities on the Atlantic. • To carry the produce brought from the Western States away from New Orleans, there arrived at that port during the year 1(S02, the last but one of Spanish Dominion, 2G5 vessels of an aoo-reoate of 31,241 tons. These vessels, it is needless to say, were generally small sloops and schooners, the average being under 118 tons each, which would be looked on with contempt to-day. Yet it is gratifying to note that, although the government of Louisiana was in the hands of a European power, alien to the population, not only the Kentuckians, but the Louisiana Creoles as well, the outward trade of New Orleans was in the hands of the American merchant marine. Of the vessels arriving there 158 were American, 104 Spanish, and 3 French. The departures for the same year were 258 vessels of 23,725 tons, of which 170 were American, 97 Span- ish, and 1 French. The next year, during which French and Spanish rule came to an end in the Mississippi Valley, saw still greater improve- ment, the total tonnage entering New Orleans being 42,817 tons, and all of the vessels being tilled with Western and Louisiana produce. The down commerce of the Mississippi during the three first years of the century and the last of European control over the mouth of the great river, was us follows: — Freight Value of Year. received. products received. Tons. 1801 38,325 $3,649,322 1802 451006 4,475,364 1803 49,660 4,720,015 In the latter part of 1803 an event occurred which was des- tined to completely change the political and commercial future of the Mississippi Valley, and with it the whole history of the river changes. THE PURCHASE OF LOUISIANA. On Monday, December 20, 1803 Mr. Laussat, the French commissioner, turned over the province of Louisiana to the American representatives ; and the LTnited States became the owner of the entire Mississippi Valley, of which it had for- merly possessed barely a third. The news brought satisfaction napoleon's pkediction of the Mississippi valley. 191 everywhere in America. At the hist moinont the European l)Owers recognized the importance of Louisiana, and the pos- session of the Mississippi. Napoleon, who arranged the sale for France, expressed great regret that he had to surrender its possession, and predicted that it would make the United {States one of the leading i)owers of the world. In this country the sentiment which seemed strongest was lejoicinof, not over the possession of the land so much as of the Mississippi, the control of its navigation and its outlet. To the ^^'estern people it was everything. With the millions of acres of public land then owned by the Government, there was no need, and indeed no desire for additional territory. What the people of the West wanted was the Mississippi. Without its possession the settlement and advance of the great interior country must have been slow until some outlet \vas found to the Atlantic sea-board. With it there was no limit to its development. President Jefferson himself took the Western view of the importance of the Mississippi, and thought its control would change the industrial and commercial condition of this country if not of the whole world. His prediction as to New Orleans as the port of the Mississippi Valley was credited by the merchants of that city for years ; and indeed it might have proved true but for the discovery of railroads. Writing to his newly appointed Governor of Louisiana, Claiborne, the President prophesied as follows: — " New Orleans will be forever, as it is now, the mighty mart of the merchandise brought from more than a thousand rivers, unless prevented by some accident in human affairs. This rapidly increasing city will, in no distant time, leave the emporia of the Eastern World far behind. With Boston, Baltimore, New York and Philadelphia on the left, Mexico on the right, Havana in front, and the immense valley of the Mississippi in the rear, no such position for the accumulation and perpetuity of wealth and power ever existed." If this prediction has not been fully realized in the eighty- odd years that have since passed it must be attributed to that accident which Mr. Jefferson foresaw. The receipts of produce by the river showed less increase during the first four years of the American dominion than was to be expected. 1804 $4,275,000 1805 • 4,371,545 180H - .... 4,937,323 1807 5,370,555 192 Gould's history of river navigation. The arrivals of sea-fjoino; vessels durino; the latter year were 314, and the departures 350, with a tonnage of 43,220. The keel-boats and barges ariiving numbered 340, and the departures 11. The flat-boat arrivals were estimated at 1,500, but this is pi'obably an exaggeration. Besides these there were in use on the river ocean scows, pirogues, skiffs and floating lumber rafts. FLAT-BOATS AND KEEL-BOATS. The Kentucky boat of that day, in which much of the produce was carried to market, was nicknamed an ark, and the title was most appropriate, as in shape it was much like the ark seen in children's toys. Large oars or paddles were used, not to control or propel the boat, but to partially direct its course. These arks encountered many dangers and diffi- culties in their trips down the river, and the calculation is that at least one-fourth of them were lost en route. Above the mouth of the Arkansas, where the navigation of the river was worst, and where snags were plentiful, the arks were tied to the shore each night. In the lower river, however, where it was free from obstructions, they floated down as well by night as by day. The large oars were used mainly to keep them clear of the snags and sawyers. For the transportation of freight up stream various kinds of boats were used, but none of them can be said to have proved successful, and the tonnage up was barely 10 per cent, of that floating down. The system of rowing up the river and against the current was tried. It was slow, tedious and expensive. The boats coasted along the shore so as to avoid the full force of the current, but it required one oars- man for every 3,000 pounds of freight, and the work was so tiresome that the men rested every hour. To travel from 14 to 30 miles a day was considered very good work. The river was crossed at the lower end of each bend, and in the crossing the current carried the boat down a half a mile or so. It is said by old boatmen that they were compelled to cross the Mississippi 390 times between New Orleans and Saint Louis. On some of the tril)utaries of the Mississippi, however, where the current was not so strong, as, for instance, the Ohio, a considerable traffic Avas carried on up-stream, no less than fifty boats of a tonnage of thirty tons each trafficking between Pittsburgh and Cincinnati and making six trips a year. The keel-boat was of a long, slender and elegant form, and generally carried from 15 to 30 tons. Its advantage lay in its- NEW ORLEANS THE ONLY MARKET FOR THE VALLEY. 193 Bmall drauofht of water and in the lio-htness of its construction. Its propelling power was by oar, sail, setting poles, the cordelle ; and when the water was high and the boats ran on the margin of the river, " bushAvhacking," or pulling up- stream by the bushes. The scow was used as a boat of descent for families travel- ing down the river for settlement, and had a roof or a cover- ing for it. These boats were frequently known as " sheds " in the vernacular. The Alleghany or Mackinaw skiff was a covered skiff carrying from B to 10 tons, and much used in the Illinois trade and the upper Mississippi and Missouri. Pirogues were sometimes hollowed from one very large tree or made from the trunks of two trees united and fitted with a plank run. They carried from 1 to 5 tons. There were common skiffs, canoes and dug-outs for the convenience of crossing the rivers, and a select company of a few travelers often descended in them to New Orleans. Besides these were a number of anomalous water craft that can scarcely be reduced to any class, used as boats of passage or descent, such as flat-boats worked by a wheel driven by cattle being conveyed to the New Orleans market. There were horse- boats of various constructions, used for the most part for ferry-boats, but sometimes as boats of ascent. Two keel- boats were connected by a platform. A pen in the center held the horses, which by a circular movement propelled the wheel. The United States troops frequently ascended the river by boats propelled by tread-wheel, and more than once a boat moved rapidly up-stream by wheel, after steamboat construction, propelled by a man turning a crank. But the boats of passage and conveyance most in fashion were the keel-boats and the flats. The flat-boats were called, in the vernacular, Kentucky flats or broad-beams. They were simply an oblong ark, with a roof slightly curved to shed the rain, about 15 feet wide and from 50 to 100 feet long. The timbers of the bottom were massive beams, and they were intended to be of great strength and to carry from 200 to 400 barrels. Great numbers of horses, hogs and cattle were conveved to market in them. Family boats of this description, for the descent of families to the lower country, were fitted up comfortably with apartments, and in them ladies, servants, cattle, horses, sheep, dogs and poultry, all floating in the same bottom and under the same roof, were carried down the river. The largest barges, which were the best boats of these days, resembled a modern canal boat in appearance. At the stern was the poop-deck, which covered the cabin, and a stand for 18 c 194 Gould's history of river navigation. the patron or captain at the tiller-liead. There were two high masts and either hermai)hrodite brio; or schooner sail rio-o-ino;. When the bar2:e traveled up river it carried a larsfe crew of from 30 to 40 men, who propelled it against the current, by the use of warnifs, anchors and cordelles, at the rate of 15 miles a day, using canvas when the wind was fair. The 1,200 miles from New Orleans to the mouth of the Ohio were made in 100 days, and when a barge made it in ^Q days it was regarded as very quick time. The price of up-freight was 6 and afterwards 5 cents a pound, and there was not much profit in it at these figures. These barges were owned at the Ohio River towns, mainly at Pittsburgh, Wheeling, Marietta, Maysville, Cincinnati and Louisville. At Marietta several sea-going vessels were built and floated down the river to the Gulf of Mexico. The flat-boat men were general!}^ Kentuckians or Tennessee- ans, and they became to the Louisiana Creoles the type of an American, so that " Kaintuck " (Kentuckian) was used as a synonym for American among the native population. They were a sturdy race'of men, of splendid physique, indomitable energy and courage, somewhat wild, and ready for a spree when the}^ reached New Orleans. In those days just above the corporation limits of the town of New Orleans, where land has since formed, and where the wholesale trade of the city is principally carried on, the fleets of barges and flat-boats from the West moored and unloaded or retailed their contents at the water's edge. Farther down and immediately abreast of the town, between the upper limits and the Place d' Armes (now Jackson Square), at what is the sugar and ship landings of to-day, lay the shipping, averaging; some 20 or more vessels of from 100 to 200 tons each. THE TRADE OF THE MISSISSIPPI. The Western people who shipped their produce down the river via New Orleans had many complaints to make against the tolls and charges at that city, and found that they did not enjoy all those advantages from the possession of the Missis- sippi which they had expected. The matter found its way into Congress, where Mr. Poin- dexter, of the Committee on Ways and Means, inquired into the expediency of prohibiting by law in " the corporation of the City of New Orleans from exacting any tax or duty on vessels, boats or other craft descending the river Mississippi having on board articles the growth or manufacture of the 3srO. OF VESSELS PASSING THE FALLS OF THE OHIO IN 1810. 195 United States, or such articles of foreijjn grrowth or raanu- facture as have been reguhirly imported into the United States." The resolution was carried and the City of New Orleans prohibited from exacting these tolls. A couple of years afterward the Legislature of Louisiana, with the same idea that the State had some control of the Mississippi because it lay within Louisiana territory, attempted to give a monopoly of the steam transportation of the river to a company, in which it also was defeated by a ruling of the Supreme Court. The Western produce trade had grown each year to be a large proportion of the total commerce of New Orleans. Between October 5, 1810, and May 5, 1811, there passed tiie Ohio Falls bound down stream to New Orleans, 847 ves- sels of one kind and another, mainly flat-boats, and the num- ber passing during the season is calculated at 1,200, with the following cargoes: — Articles. Quantity. Flour barrels, 206,855 Bacon pounds, 1,008, 02fi Whisky barrels, 15,797 €ider do 4,193 Pork do 22,(i02 Apples do 4,200 Oats do 6,700 Corn bushels, 79,795 Merchandise $592,640 Cheese boxes, 8,569 Beans .* barrels, 1,010 Lumber feet, 2,325,210 Live hogs number 1,513 Cider, royal barrels 2,250 Butter pounds 41,151 Lard do 775,692 Onions barrels, 364 Potatoes do 3,019 Hemp cwt. 1,050,492 Dried fruit barrels 442 Yarn and cordage pounds 189,020 Fowls number 2,012,224 Shoe thread pounds 4,320 Country linen do 13,066 Horses 489 Beer barrels, 459 Tobacco hogsheads, 3,891 These statistics, which were taken by the pilots engaged in piloting the vessels over the Ohio Falls, for three-fifths of the vessels passing that point of danger, and estimated for the re- mainder, which went over the falls during extrenie high water without a pilot, are in some respects more complete than many made afterwards when statistics of the river trade were much more carefully collected, for the later figures kept no 196 Gould's history of river navigation. record of the number of fowls, horses, etc., sent down the river. The list of articles now sent to market gives some idea of the advance and development that has taken place on the Lower Mississippi with the advent of American rule. CHAPTER XXXV. THE STEAMBOAT. The result of the transfer of Louisiana to the United States has been to greatly increase the population of the Mississippi Valley, as well as its trade; it was destined to still further change its condition by that great invention of American ge- nius, the use of steam as a means of moving vessels in water. Fulton had tried this with success on the Hudson, and aimed to experiment with it on that greater river, the Mississippi, Great doubts were expressed as to the possibility of navigat- ing it, on account of the velocity of the current, the many eddies and whirlpools, the danger from snags and other ob- structions. An agent, Nicholas Roosevelt, was accordingly sent ahead to make a preliminary survey of the river between Pittsburgh and New Orleans, to find whether the obstructions were of a serious character, such as were likely to prevent the passage of a small steamer. He reported that there was nothing to prevent the trip. The Orleans, or New Orleans, which was under construction at Pittsburgh, was accordingly completed and made ready for the trip in the latter part of 1811. In this first steamboat the idea of marine architecture was preserved. She was Jbuilt after the model of a ship, with port-holes on the side, had a long bowsprit, and was painted sky-blue. Her cabm was in the hold. The steamboatmen of the Mississippi still delight to tell the story of this first cruise of a steamer down the " Father of Waters." The New Orleans was built at Pittsburgh in 1811, at a cost of $38,000; was 116 feet long and 2(3 feet beam, with a 34-inch cylinder, and was a stern-wheeler. The trip commenced in September, with Roosevelt as superinten- dent, Mrs. Roosevelt — it was regarded as a very hazardous journe}^ for a woman — the captain, engineer, pilot, and a crew of six. All Pittsburgh turned out to bid the boat bon voyage, and when it reached Cincinnati on the second night and cast anchor there — for there were no regular wharf- boats or regular landings then — she was welcomed by the en- tire population. The New Orleans reached Louisville, Octo- ber 1, when it was found that she could not safely descend the Ohio Falls, as the water was too low. She accordingly re- THE NEW ORLEANS AT CINCINNATI AND LOUISVILLE. 197 turned to Cincinnati, thereby proving that she could go up stream as well as down. In November, the river having risen, the New Orleans safely crossed the falls. She entered the Mississippi just about the time of the New Madrid earthquake, and arrived at Natchez in December, where she took on her first freight and passengers — she had been built for the Natchez and New Orleans trade — and arrived at New Orleans on the day before Christmas, 1811. The New Orleans at ■once regularly entered the Natchez trade, and until she was sunk by striking a snag in the winter of 1814, ran regularly between the two places, making a great deal of money for her owners. On her first year's business she cleared $20,000 net — not bad on an investment of $38,000. Natchez at that time was the great depot on the Mississippi for the overland trade from the North and East. In Kramer's Almanac in 1813 is siven a letter describing a trip up the river on the New Orleans, in which it is said : — " The present boat does business to real advantage, and is owned by Fulton & Livingston, of New York. She performs a regular route from Natchez to New Orleans in three days, and returns in four. The passage descending is $18, and as- cending $25. I descended in the boat in March, 1812, in thirty-two hours." The first experiment with steam in the navigation of the Western rivers created surprise and excitement, but it did not give complete satisfaction. The truth is that it was neither a perfect success, nor yet a failure. The growing commerce of the river demanded something better than the fiat-boats and barges, and the merchants and mechanics of the valley having the necessary means and animated by the spirit of enterprise, did not hesitate to continue to experiment in the hope of finally solving the problem of steam navigation, the Missis- sippi and its tributaries. The experimental period lasted for five years. In that time nine expensive steamboats were built, and while each succeeding boat was a decided advance on that which preceded it, defects and improvements being suggested by practical experience, steam navigation was not regarded as an assured success until 1817, when the steamboat Washing- ton made the trip from New Orleans to Louisville in twenty- five days. The trouble all along had been to stem the current successfully, and this trouble the indomitable pluck and en- ergy of the merchants and the skill of the mechanics finally accomplished. With 1817, therefore, may be said to begic the era of successful steam navigation on the Mississippi. The difficulty of vessels stemming the current of the rivei 198 Gould's history of river navigation. induced those who were interested in steam navigation to sug- gest a system of relays such as Fulton and Livingston had originally designed, the river being divided up into sections. Then one boat was to run from Pittsburgh to Cincinnati, an- other from Cincinnati to Louisville, a third from Louisville to Smithland, a fourth from Smithland to Natchez, and another from Natchez to New Orleans, the passengers and freight to be transferred at each point. This ingenious plan of continu- ally loading and unloading was never carried out, for before it had been perfected the problem of stemming the current was solved. The Washington, to which this solution is due, was the sixth boat built on the Mississippi River. She was a high-pressure steamer, with four single-flue boilers, and was built at Wheeling, in 1816. She left there July 5 and arrived in New Orleans October 17, 1816. It was on her return trip to Louisville that she demonstrated very clearly the possibil- ity of ascending the river with steam. The trip of the Wash- ington to Louisville was by far the most rapid made, up to that day. The following is her record : Left New Orleans, March ii4; reached Natchez, March 29; reached mouth of Arkansas River, April 5; reached Chickasaw Bluff (Mem- phis), April 7 ; reached New Madrid, April 10; reached mouth of Ohio River, April 11; reached Falls of Ohio (Louisville), April 17. The trip of the Washington established another point of the very greatest advantage to the river country — that the Mis- sissippi was the heritage of the people and could not be mo- nopolized by any one. A company had been formed, at the head of which were Fulton and Livingston, who had made the first experiments with steam on the Ohio and Mississippi. This company obtained from the Louisiana legislature an act giving them the exclusive right of navigating the waters of Louisi- ana with steam-vessels for fourteen years, with the privilege of renewing their charter at the end of that time. Any one violating'jthis monopoly was subject to a fine of $500. The company owned the JEtna, Vesuvius, and Orleans, and had arranged for a system of transfers at Louisville. The trip of the Washington to New Orleans was in defiance of this law, and that steamboat was accordingly seized when she arrived at "the Crescent City." The United States court swept away the monopoly, declared that the river was the heritage of the whole people, that the State of Louisiana could not control it and give its navigation to any company or monopoly. This decision naturally gave a grent impetus to steamboat building. VESUVIUS AT THE BATTLE OF NEW ORLEANS. 199 and the next few vears saw all the Ohio towns turningr out steamboats. At the end of 1813, there were, according to Kramer's Al- manac, eleven steamboats in the whole country, three build- ing about Pittsburgh to complete the line between that town and New Orleans, and one small boat to carry wheat and corn on the Monongahela. The closing career of the New Orleans was in carrying reinforceiients and munitions to Jackson's army, just before the battle of New Orleans. In 1814, three years after her construction, the New Orleans was sunk by a snag. She was tied to the bank at night. The river fell, and in the morning, it was found that the boat was snagged. Following the Comet came the Vesuvius built at Pittsburgh in April, 1814, by Robert Fulton. She was of 480 tons bur- den, and made the trip to Louisville, 767 miles, in sixty-seven hours, from Louisville to Natchez in one hundred and twenty five hours, aad from Natchez to New Orleans in thirty-three, making the whole distance in two hundred and twenty-seven hours, or 9^ miles an hour, not bad speed when the circum- stances are considered. The Vesuvius also figured at the battle of New Orleans. In 1814 the fourth steamboat on the Mississippi, the Enter- prise, was built at Brownsville, reaching New Orleans the latter part of December, just in time to be pressed into serv- ice at the battle of New Orleans. The Enterprise was the first boat to reach Cincinnati from New Orleans, getting there in 1815, in twenty-eight days. She was a small vessel of only 35 tons. Some idea of the times is given by the fact, that the price of passage on this boat from New Orleans to Cincin- nati was $130, and from Cincinnati to Pittsburgh, $30. RIVER TRAFFIC. The river traffic of 1814 shows that the steamboats had so far made but little impression. Transportation by steamboat was still an experiment. There arrived at New Orleans that year: — Number. Tonnage. Flatboats 598 1 oo o en iJarges 324/ ^^'^^^ Steamboats 21 2,098 These steamboats were three in number, the New Orleans,. Vesuvius, and Enterprise. The steamboat tonnage of New Orleans was but little over 2 per cent, of the total. 200 Gould's history of river navigation. The sea-going vessels, leaving New Orleans tbatj'^ear, num- bered 351, of 81,180 tons, as follows: Ships, 188; brigs, 95; schooners, 52. The principal products received from the interior were as follows : — Articles. Quantity. Cotton bales 58,220 Corn bushels 11(),872 Flour : barrels 73,820 Sugar hogsheads 1 1,C40 Molasses gallons 482,500 Pork barrels 7,226 Eice ,. do 7,500 Tafia gallons 142,800 Tobacco hogsheads 6,210 Whisky barrels 16,200 In 1815 still another steamer, the Buffalo, was built at Pittsburgh, which Livingston and Fulton proposed to run to the Falls of the Ohio, where she could connect with their large steamer Vesuvius, from New Orleans. A curious fact, in regard to the river and its tributaries at this time, is, that the navigable streams are estimated as of so much greater extent than to-day. Notwithstanding the fact that the Federal Government has been at work improving many of them, the mileage considered opened to navigation in the year 1816 was much greater then, than now. In a book published at this time the total extent of rivers tributary to the Mississippi, entirely within the area of Louisiana, is esti- mated at 5,762 miles, double what it is to-day. Indiana is put down for 2,487 miles of tributary streams, Illinois, 3,094; Kentucky, 2,487, and Mississippi 2,902, a total of these five States of 13,732 miles of navigation, whereas, they are esti- mated to-day, as possessing only 7,650 miles. Streams never used by vessels now were then regarded as navigable because, during certain seasons of high water they were able to float flat-boats out to the main river, the produce being thus carried to market. The return trade, that is a supply of the articles of European make, still came principally by way of the East from New York, Philadelphia, and Baltimore overland from Pittsburgh. Nor did the discovery of steam as a motive power for river boats cause much change. New Orleans increased its ship- ments up the river when a better means of stemming the, cur- rent was discovered, but the bulk of its shipments were cheap and heavy products. The Southern States received supplies of Western produce, pork, grain, flour, etc. ; the Western ALL GOODS FOR THE WEST BOUGHT AT NEW ORLEANS. 201 towns, like Cincinnati and Saint Louis, coffee, sugar, etc. The trade in dress goods, and the finer manufactured articles was mainly with the East, Thanks to steamboats, however, the business of New Orleans in this direction, although much less than it ought to be, considering its receipts of produce, showed great increase, and one singular fact is observable in this trade, showing how much influence the origin of a people will have upon their commerce. With the exception of some Philadelphians, who established themselves in New Orleana ju8t before the purchase of Louisiana, a majority of its mer- chants, particularly the importers, were Creole or French, who preferred to get their goods from France rather than from England. As a result, the Kentuckians and Tennesseans of seventy years ago were supplied from New Orleans, mainly, with French print, broadcloths, and other dress goods, where- as the bulk of the people on the Atlantic wore almost wholly the produce of British looms. The early French influence made itself felt throughout the Lower Mississippi Valley un- til about the time of the outbreak of the war, and in many portions of the river country the demand was for French rather than English goods. 202 Gould's history of river navigation. CHAPTEE XXXVI. IMMIGRATION INTO THE MISSISSIPPI VALLEY. IT was just about the time of the discovery of steam as a motive power for steamboats that a new tide of immigra- tion started from the Atlantic coast to the river country. There had been a rapid growth of the population of the valley from the date of the purchase of Louisiana, but between 1810 and 1820 that movement received a new impetus — probably due to the war of 1812. This movement went down the Ohio- and into all the region tributary to it and to the Mississippi, both the upper and the lower portions. The immigrant guide- books of those days — of which there were many — declare the river route preferable, as being cheaper, more rapid, and more satisfactory than traveling across the country where there were few, if any roads. The river bottoms both of the Ohio and Mississippi Rivers were then regarded as very unliealthy and dangerous sections, and the immigrant was advised not to start on his trip until in the fall, after the frosts had killed the malaria. The guide-books describe the rivers as being very unpleasant during the summer season, with offensive odors coming from the shores. The immigrants were also warned against drinking river water before filtering or boiling it. On flat-boats and pine rafts, the latter being deemed the better plan, thousands of settlers drifted down the rivers each year, and in the short space of a decade the population of the Mis- sissippi Valley doubled. RECEIPTS OF PRODUCE. The receipts of New Orleans during the first year of suc- cessful steam navigation, 1816, amounted in value to $8,062,- 540. The character of produce received will furnish an ex- cellent comparison for subsequent years by showing the linea of goods in which a trade was developed. Articles. Quantity. Apples barrels 4,253 Beef do 2,459- Beans do 439 Bagging pieces 2,57i) Bacon and hams cuts 1 ,300 Butter pounds 509 Caudles . boxes 35^ RECEll'TS OF PRODUCE AT NEW OELlEANS • 203 Articles. Quantity. Cheese cwts 30 Cider barrels 646 Cordage cwts 400 Cordage baling coils 4,798 Corn busliels 13,775 Corn-meal .barrels 1,075 Cotton bales 37,371 Flaxseed oil barrels 85 Flour do 97,419 Ginseng do 957 Hair bundles 35() Hemp-yarn reels 1,095 Hides number 5,000 Horses number 375 Hogs do 600 Lead cwts 5,500 White lead barrels 188 Linens, coarse pieces 2,500 Lard barrels 2,458 Oats bushels 4,065 Faper reams 7.00 Peltries packages 2,450 Pork barrels 9,725 Potatoes do 3,750 Powder - do 294 Saltpeter cwts 175 Soap boxes 1,538 Tallow cwts 160 Tobacco..' hhds 7,282 Manufactured barrels 711 Tobacco' carrots 8,200 Whisky gallons 320,000 Bear-skins number 2,000 Besides horned cattle, indigo, muskets, grindstones, pecan nuts, and beans. This is independent of the produce raised in Louisiana, such as cotton, corn, indigo, molasses, rice, sugar, tafia or rum, and lumber. These were brought to the market in the plant- ers' crafts, and often taken from the plantation direct in for- eign-bound vessels, a ship loading directly with sugar and molasses, which thus never went through New Orleans. But little account was taken of this system in the commercial re- ports of the time, although sea-going vessels ascended the river as far as Natchez for cargoes. They were, of course, of small size, of but little more tonnage and draught than the steamboats themselves. The value of receipts shows to what extent the produce of the West passed through New Orleans. Cotton, which in later days rose to be 60 and even 75 per cent, in value of all the receipts, was then barely 12 per cent. At least 80 per cent of the articles came from the West, that is, from the Ohio and the Upper Mississippi, above the Ohio. They represented- 204 Gould's history of river navigation. the surplus products of the Mississippi Valley, for but little found any other exit to market. Much of the produce shipped from the West to New Orleans was lost en route. A rough estimate places the loss from disasters, snags, etc., at 20 per cent. Many boats, moreover, stopped along the river on their way down to sell supplies to the planters. Thus, at Natchez, flour, grain, and pork were purchased from the Kentucky boats. From these losses and sales the shipments down the river in 1816, including the products of Louisiana, may be estimated at $13,875,000. The river traffic required 6 steamboats, 594 barges, and 1,287 flat-boats, of a total tonnage of 87,670. The effect of the use of steamboats in the river trade was soon seen in a large increase in the shipments of produce. The value of the receipts at New Orleans shows the following advance in the next half-dozen years : — VALUE OF PRODUCE RECEIVED AT NEW ORLEANS FROM THE INTERIOR. Years. Amount. 1815-16 # 9,749,253 US] 6-17 8,773,379 1J!17-18 13,501,036 1818-19 16,771,711 1819-20 12,637,079 1820-21 11 ,967,067 From 1802 the down commerce of the lower river had grown in 1818, sixteen years, more than fourfold. The trade up the river during the same period had been multiplied threefold. The year succeeding the introduction of steamboats, 1817, New Orleans chronicled a large increase in its receipts of pro- duce, as follows; — Articles. Quantity. Cotton bales 59,826 Sugar hogsheads 10,642 Molasses gallons 486,320 Tobacco hogsheads 7,412 Do carrots 9,862 Flour barrels 95,325 Eice do 9,320 Beans do 3,896 Beef do 5,122 Pork do 4,382 Bacon pounds 713,382 Bagging pieces 9,825 Whisky gallons 262,328 Gin do 50,250 Tafla (rum) gallons 18,600 Beer barrels 826 VALUE AND QUANTITY OF PRODUCE, CONTINUED. 205 Articles. Quantity. Cider barrels 925 Apples do 563 Potatoes do 5,642 Lard pounds 256,600 Soap boxes 9,860 Candles do 2,200 Castings kettles, etc. 226,000 Lead cwts 6,213 Bark cords 4,000 Tar barrels 6,580 Pitch do 3,263 Hogs number 1,227 The receipts for the following year show an improvement in nearly all lines, and a greater variety in the class of articles received, or at least noticed, for in these first commercial re- ports many products were altogether overlooked: — Articles Quantity. Beans barrels 3,643 Cotton bales 65,223 Sugar hogsheads 21,115 Bacon cwts 18,620 Pork hogsheads 813 Do barrels 22,225 Bark cords 4.000 Beef barrels 6,142 Beer do 306 Butter kegs 1,825 Candles boxes 2, 150 Cider barrels 520 Corn bushels 145,200 Cordage cwts 4,350 Flour barrels 197,620 Gin gallons 50,250 Ginseng barrels 1,200 Hay tons 40 Hides sides 6,200 Hogs 1,200 Lard barrels r 412 Lard cwts "'^ 6,738 Molasses gallons 1,126,500 Oil barrels 4,200 Onions barrels 4,220 Paper reams 426 Peltries packages 3,550 Pitch barrels 3,200 Rice do 9,265 Skins, bear's number 3,000 Soap boxes 2,576 Starch do 125 Tafia gallons 42,026 Tallow cwts 206 Tar barrels 837 Tobacco hogsheads 8,642 Do carrots 1,600 Tobacco, manufactured boxes 154 Wax, bee's cwts 320 Wheat bushels 95,650 Whisky gallons 256,610 ■ 206 Gould's history of river navigation. This includes, it will be seen, the produce of LouisiMna as well as that of the upper country. The Louisiana products amount in value to 28 per cent of the whole. Of the remain- der, fully 61 per cent, come from what is known as the West. In the last few days of Spanish rule in Louisiana over 40 per cent, in value of the receipts at New Orleans had come from that colony. The West was rapidly increasing in population, and New Orleans was securing all the new trade thus opened. It was as much a Western as a Southern city. The commerce of the upper States was monopolized by the Americans. Indeed, before the colony was purchased by the United States a large proportion of the merchants of New Or- leans were citizens of that country. The first American mer- chants had come from Philadelphia, and the commercial in- terests of New Orleans and the Mississippi Valley were in consequence more closely allied for years with " the Quaker City." STEAMBOAT BUILDING. From the day that the problem of successful steam naviga- tion not only down the stream with the current, but up stream, was solved by the Washington, steamboat building was active- ly carried on, and new steamers were added each year to the river fleet. The steamer Eamapo was built in New York in 1820. She was originally a schooner of 146 tons burden. She had a low- pressure engine, and was the first boat to run between New Orleans and Baton Rouge. The Manhattan, of 42(i tons, was built also in New York, and had low-pressure engines. She ran for several years between New Orleans and Louisville. The Feliciana, 407 tons, low-pressure, was built in Philadel- phia, and was the first regular packet to Bayou Sara. In 1821 the Mobile, 145 tons, low-pressure, was built at Ames- bury, Mass., to run between New Orleans and Mobile. The United States, 645 tons, was built at New Albany. She was floated to this city for her machinery, which had been re- ceived from England. She was the wonder of her day, and was called The Mammoth. She was not a paying investment, owing to her complicated machinery. The Car of Commerce, 221 tons, was built at Freeport, Pa. She was considered re- markable in her dav, having; made the run to Shawneetown in twelve days. The Henry Clay, built at Newport, Ky., and the Paragon, built at Cincinnati, were also fast, making Louisville in sixteen days. The Mississippi, 372 tons, was built at Blakely, Ala., in 1820. Capt. H. S. Buckner was her NAMES OF STEAMBOATS IN 1823. 207 commander. Finding her too heavy and unwieldy for the lake trade, Captain Buckner brought her around and ran her to points on the Mississippi. Besides the above boats mentioned there was built the Eclipse, Phoenix, Florence, Scioto, Pennsylvania, Andrew Jackson, Fanny, Caledonia, Fidelity, ^lars. Leopard, Bell Creole, Swan, Superior, Venture, Natchez, Kobert Fulton, Balize, Spartan, Magnet, Steubenville, Missouri, Rambler, General Pike, Fayette, Kob Roy, Paul Chase, Robert Emmet, Belvidere, George Washington, William Penn, Bolivar, Con- gress, General Wayne, Tecumseh, Paul Jones, Tuscumbia, Philadelphia, Hibernia, Hercules, Commerce, Aerial, Liber- ator, Planter, Helen McGregor, Post Boy, Marietta, Louis- ville, Columbia, Huntress, General Coffee, Virginia, Ontario, Decatur, Lexington, Messenger, Governor Hamilton, Dolphin, Patriot, Emerald. The Fanny Avas a schooner propelled by steam. The Natchez was built at New York. Capt. H. S. Buckner bought and run her to Natchez. She made the run there in three days. The Hercules and Post Boy were tow boats between New Orleans and the Balize. The three packet-boats were the Paul Jones, Tecumseh, and Philadelphia. They were single-engine boats, and their time to Louisville was twelve days. In 1821 there arrived at New Orleans — 287 steamboats of a tonnage of 54,120 And flat-boats, barges, etc., of a tonnage of 52,750 This made the total river tonnage 106,870. The barges and flat-boats had fallen off both in numbers and tonnage, and the steamboats were in a lead that they have since kept. Within a decade the steamboat had firmly established itself on the river, and was an acknowledged success. The Louisiana Advertise?' speaks as follows on the subject in 1823: — *' It is now nine years since the first steamboat was evolved at the port of New Orleans, since which period up to the pres- ent time eighty-nine different steamboats have been evolved at this port. The first boat was lost in 1814, and up to the present time there have been twenty-three other boats lost, either by sinking, destroyed by fire, decayed or condemned, forming in the aggregate about 4,000 tons, and leaving a bal- ance, say, of 14,000 tons. This 14,000 tons does not employ more than 1,000 men and can do more in a given time than 50,000 tons could have done in barges, keel-boats, or any other kind of vessels employed ten years ago with 20,000 208 Gould's history of river navigation. hands. The rapid increase of steamboats had very soon the- uatural tendency of reducing freights, and, although the own- ers suffer severely from this cause in the consequent diminu- tion in the value of the vessels, yet the country at large has been greatly benefited by their introduction, and it is to be hoped the number in existence can be more beneficially em- ployed." The amount of products that descended the Ohio during this time was estimated at 68,932 tons. Of the goods that went down the Lower Mississippi, one- half came from the Ohio and its tributaries. Indeed, up to this time the settlements in the West and South had been re- stricted mainly to the Ohio basin, and comparatively few per- sons had yet established themselves on the Lower or Upper Mississippi, or on the Missouri, Arkansas, White, or other tributaries on the west. It cannot, however, be said that they were a success or proved themselves equal to the emergencies of the river. There was a decided disposition in the early days of the river navigation to follow too closely the habit of the sea, and to pretend that the Mississippi was an interior ocean. The cap- tains, for instance, having been accustomed when at sea to issue their orders through a trumpet, necessary there, to make them heard in the roar of the waves and the storm, still in- sisted upon using the trumpet upon the quiet waters of the Mississippi, and shouted stentoriously through the trumpet at their mates but a few feet distant, with all the worst nautical oaths and expressions. It was not until years afterwards that the simple process of giving orders by meajas of bells was adopted. The boats were small compared to those which now do the carrying trade of Western rivers. Indeed, there does not seem to have been a very great increase in their size for many years. It is mentioned by reliable authority that as late as 1846 the smallest boats were about 120 tons burden, and the largest, not more than 500 tons. The largest boats now are from 2,500 to 3,000 tons burden. Although the increase, in the size of boats was slow, great pains were taken to make them attractive to passengers. The travel on the river waS| then \ery large and profitable, and it became necessary to eaten to the wants of the traveling public. The saloons wereele-j gantly furnished, and the table was provided with every deli-] cacy which the season and the market afforded. The accommodations and comforts of the boats of aquarteri a century and more ago are still remembered and spoken of NUMBER AND SIZE OF FLAT-BOATS. 209 in glowing terms. They were no doubt very superior for those times, but they were hardly equal to those of the boats of the present day. The wants of the traveling public are greater now than then and their tastes more luxurious. It is somew^hat strange to hear the papers talk of the great cheapening of freights caused by the first steamboats, when we learn the rates from points above to New Orleans in 1819 was 3 cents a pound ; a few years previous they had ranged from 4 to 6 cents. Passage by steamboat from Louisville to New Orleans was $100 when money was worth twice what it is to-day. Deck passage was $18, but the economical passenger could make it less by helping to wood the boat at the wood- yards scattered along the bank. The flat-boats on the river increased in size with the steamboats. About four-fifths of them reached New Or- leans, the others being lost en route or selling out at some way town. The hay flat-boats of Indiana of 1820-26 were 50 feet long, 16 feet wide, and carried about 30 tons of hay, ranging in price from $15 to $30. In 1832-33 the size of these boats began to increase; one 90 feet long and 18 wide, carrying 102 tons, cost $170 to build. They finally reached the size of 150 feet long by 24 wide, carrying 300 tons of produce. Flat-boats, when run to New Orleans for years, were broken up and houses built of them, the gunw'ales being cut up, and the streets and sidewalks paved with them. Some time between 1855 and 1860 the boats began to be towed back from all the ports along the river, especially the coal-boats and coal barges. The empty boats sold in New Orleans for from $30 to $200, increasing in price from $30 up to $200 in 1861, when the; war stopped flat-boating. The price of hands to go down on flat-boats from Aurora to New Orleans was $10 to $30 per trip, the pilots usually receiving from $50 to $200. This was the price from the commencement of boating to the commence- ment of the war. In the early days of boating, boatmen received gold and sil- ver for their produce. Later they received gold, silver, and United States paper, and inbringinghome their gold and silver, they messed together and put their money in a barrel, and one stood watch over it at a time, day and night, on the deck of a steamboat, as nearly all boatmen traveled " on deck." Nearly half the cotton, all the tobacco and most of the provisions came through the Ohio. The Upper Mississippi furnished most of the furs and skins, the lead, etc.; the (Lower Mississippi cotton, sugar, molasses, etc. Of these products, the majority came from the Ohio basin, 14 210 GOULD'S HISTORY OF RIVER NAVIGATION. then the most thickly settled part of the Mississippi Valley. Taking the period 1822-2t) as a basis, the following would be about the pro]iortion of the traffic enjoyed b}'" the several districts constituting the great valley: — Ohio basiu 49 Upper Mississippi 9 Lower Mississippi 42 These dry statistics tell the story of the settlement of the Mississipiii Valley, its civilization, development and advance and the commercial changes that have taken place in it. The deer skins, the venison hams, the bear oil, peltries and furs, which form so important an article in the early receipts, soon disai)pear to give place to agricultural and afterwards to manufactured products. During the days of the French dominion the most important ex})orts of the vallc}" were the produce of the chase. Next came rough lumber for the man- ufacture of sugar boxes for Cuba; then raw agricultural products; afterwards articles like pork, tlour and others that required some process of treatment. As yet the manufactured articles ex})ortcd were few, being of the simplest character, such as bagging, rope, twine, candles. PRINCIPAL SHIPPING TOWNS. At this date the most important lines of trade — those requiring the most vessels — were with Nashville, Bayou La Fourche, Natchez and Louisville. Natchez was a more important river point than Vicksburg, being the center of a populous district, and gave employment to three times as many steamboats. Nashvillle, as the center of the rich tobacco country of Tennessee and Kentucky, sent more steamboats to New Orleans than any town in that section. On the Ohio, Louisville was the most important point, very few steamers ascending higher on account of the falls. If a steamer went above Louisville she generally continued up to Pittsburgh. The Saint Louis and Upper ^Mississippi Kiver trade with New Orleans was as yet insignificant, but few persons having penetrated into that region. On the Tennessee River boats ran as high as Florence, but when the water rose flat-boats poured out bj' the hundred, laden with the cotton of north Alabama and the tobacco of Tennessee. On the ^Mississippi the other most important shipping points besides Natchez were Bayou Sara and Baton Rouge. Vessels ran up the Ouachita, but no higher up the Red than Natchi- toches on account of the raft. FLAT-BOATS BEING SUPERSEDED. 211 The flat-boats came from all the upper country. The great majority of them were from the Ohio and its tributary. The Cumberland and Tennessee sent out hundreds laden with cotton and tobacco, the Ohio proi)er with apples, corn, flour, coal, etc. A majority of the flats at this time were from the Southern States, but this soon changed, and Indiana and Ohio were in the lead. The flat-boat traffic, except that of the districts immediately around New Orleans, was confined to a few months of the year. The boats waited for a rise in the river and came down with the high water. During January and February two-thirds of the flats arrived in New Orleans, as many as 75 in a single week. The flat-boats were cheaply made, and were broken up and sold for lumber in the city. Keel-boats were going rapidly out of favor. The up-freight of the river was much smaller than that down, and the steam- boats could easily handle all of it ; hence the keel-boats were superfluous and were no longer needed to carry freight up the country. A few still ran in the rivers of Arkansas and some of the States west of the Mississippi, but they were disap- pearing. The bateaux were altogether gone, save in the very wildest and most rugged portions of the Indian country, and but few of these arrived at New Orleans, with their cargoes of deer and bear skins. The market-boats were of the flat-boat order, dropping down the river from point to point, and trading, selling the planters and farmers Western provisions or trading it off for cotton and the products of the country. The sugar, rice, etc., of the country immediately around New Orleans was brought to the city in pirogues, skiffs or boats made from solid logs. Each planter had his boat, and, although it was small, he could send his crop to market in it — a few hogsheads or bales at a time. But little record was kept of these arrivals at New Orleans, and hence the earlier records, while showing accurately how much corn, beef and other produce of the Upper Mississippi Valley was received, gave no record whatever of the receipts of Louisiana sugar, molasses or rice. A striking incident of the river commerce of those days was the large number of sailing vessels, sloops, schooners, and afterwards luggers, engaged in it. Nearly all the produce of the country below New Orleans was brought to the city in this way; and the sailing vessels ran even as high as Natchez, bringing down cotton and suo^ar from " the upper coast." In 1825, nine years after the success of the steamboat, it had passed all competition, and the greater portion of the produce of the lower Mississippi Valley was brought to market 212 Gould's history of river navigation. in it. In 1826 57 per cent, of the freight was carried to New Orleans by the steamboats and only 43 per cent, by other means. The following arrivals during the season 1825-26 (the commercial year then began in New Orleans and throughout the South October 1 ; it has since been changed to September 1) gives some idea of the variety of crafts employed upon the river ; — ARRIVALS in 1825-26. Class. Number. Steamboats. 715 Flat-boats 981 Keel-boats 57 Schooners and sloops 108 Pirogues 101 Market-boats 25 Bateaux la Total 2,000 While the steamboats had greatly increased in number — threefold in four years — it will be seen that they had not yet driven out the flat-boat. Quite the contrary. The flat-boats also had increased largely. On the other hand, there was a material falling off in the number of keel-boats in use. The flat-boats were cheap, offered a cheap means of carrying bulky freight to markket, and, moreover, they carried out a great deal of produce from the smaller streams where the steamboats could not go or where they did not care to take the risk of snags and sawyers. The average tonnage of the river vessels in 1831 was 240 tons, and of the sea-going vessels running from New Orleans,. 437. The steamboats, however, were constantly and rapidly increasing in size, whereas the sea-g-oino; vessels increased more slowly, so that in 1845 the two were about the same tonnage, and a ship could carry away from New Orleans just the cargo that one steamboat could bring there. losses on the river. From the very start the steamboats had met with many disasters. The sixth boat built for the river traffic, con- structed at Brownsville in 1815, ran aground on her way down the river and burst her boiler — a disaster by which ten or twelve lives were lost. Even more disastrous were the snags with which both the Ohio and the Mississippi were filled. An appeal was made ta CAPTAIN SHREVE AND THE SNAG-BOATS. 213 Congress in 1820 to remove them, but it declined to take any action. From 1822 to 1827 the loss in the Ohio and Mississippi Rivers by snags alone, including steam and flat-boats and their cargoes, amounted to $1,362,500. From 1827 to 1832, when quite a number of snags were removed, these losses were greatly reduced, and did not exceed $381,000. In the latter year, 1832, in consequence of the successful working of the snag-boats, not a single boat was lost. From 1833 to 1838 the Secretary of the Treasury reported that 40 steamboats had been snagged on the Mississippi, and damage inflicted amounting to fully $(340,000. This was probably far below the true figures. In 1839 the total loss of boats in the river was 40, of which ^ were snagged, 7 struck on rocks and other obstructions, the total loss amounting to $448,000. The first steps taken by the Government to improve the navigation of the river were in 1829, when Captain Shreve, a prominent steamboat man, was employed to remove the snags which had caused such a heavy loss of vessels. The system pursued in their removal was to run down the snags with a double steamboat, the bows of which were protected with heavy beams plated with iron. A heavy head of steam was put on and the snags run down. Captain Shreve did good work with this improvement, but he followed it up soon afterwards with a very unfortunate improvement that has given trouble ever since. Filled with the idea generally current at the time that it would be well to straighten out the river and shorten navigation, a channel was cut across one of the great bends just above the mouth of Eed River, by which a distance of 30 miles w\as saved. This was known as Shreve' s cut-off. Five days afterwards bars were formed at the mouth of Red River, at both entrances of the bend, leaving only 3 feet on one and 3^ on the other. On these bars dredge-boats were brought to work, but the (bars have proved troublesome to this day. 214 Gould's history of river navigation. EIVER TRADE OF NEW ORLEANS, 1813-1841. Arrivals Tear ending September 30. of steam Freight Value of boats. received.* produce.f" Tons. 1813-14 - 21 fi7,560 1814-15 40 77,220 1815-16 94,560 $9,749,253 1816-17 80,820 8,773,379 1817-18 100,880 13,501,036 1818-19 191 136,300 16,771,711 1819-20 198 106,706 12,637,079 1820-21 202 99,320 11,967,067 1821-22 287 136,400 15,126,420 1822-23 392 129,500 14,473,725 1823-24 436 136,240 15,063,820 1824-25 502 176,420 19,044,640 1825-26 608 193,300 20,416,320 1826-27 715 235,200 21,730,887 1827-28 698 257,300 22,886,420 1828-29 756 245,700 20,757,265 1829-30 989 260,900 22,065,518 1830-31 778 307,300 26,044,820 1831-32 813 244,600 21,806,763 1832-33 1,280 291,700 28 238,432 1833-34 1,081 327,800 29,820,817 1834-35 1,005 399,900 37,566,842- 1835-36 1,272 437,100 39,287,762 1836-37 1,372 401,500 43,515,402 1837-38 1,549 449,600 45.627,720 1838-39 1,551 399,500 42,263,880 1839-40 1,573 537,400 49,763,825 1840-41 • 1,958 542,500 49,822,115 During all this period, and despite all these difficulties, the number of arrivals at New Orleans and the amount of river business on the Lower Mississippi continued to steadily in- crease. The growth of the river traffic is well shown in this table. In regard to the steamboats, it should be remembered that the steady increase in arrivals each year does not fully ex- press the increase in tonnage, because the boats were not only o-rowing- more numerous, but were increasino- in size each vear, and thus while they doubled in number between 1825 and 1833 they more than trebled in their carrying capacity. In regard to the flat-boats and other craft, there is no suffi- ciently definite information for most'of this period. It should * This does not include articles rafted down of which no record was kept. t This includes the small amount of produce received by Lalie Poutchar- train, from 1 to 6 per cent, of total. It is impossible to separate it from the receipts by river, since no separate account was kept, except for cotton and) a few other articles. TOWING KEEL-BOATS AND BARGES. 215 be said, however, that while the steamboats supplanted the flat-boats in many lines of trade, they did not entirely drive them off the river for fifteen or twenty years afterwards. During all this period when the Western cities were building steamboats, the flat-boats also were increasing in numbers. They were found serviceable in carrjdng hay, coal, etc., and in reaching the interior streams. The Mississippi counted some hundreds of tributaries. On some of these the settle- ments were sparse, and the surplus products aHbrded at best one or two cargoes a year, and these were sent much more conveniently and cheaply in flat-boats than in steamers. The steamers had passed the flats between 1820 and 1830 in the business transacted and the freight handled, and from this time they increased the lead steadily. The number of flats, how- ever, arriving at New Orleans kept but little, if any, behind the steamers, and as late as 18-40 nearly a fifth of the freight handled in the Lower Mississippi went by flat-boat, keel, or barge. The early flat-boats had depended altogether on the current of the river to carry them down. The system of tow- ing was tried in 1829, and a small steamer, which would be called a tug to-day, was successfully used in towing keel-boats up and down stream. The idea did not seem, however, to meet with much favor, the flat-boat men having a superstition that their conjunction with a steamer was not favorable to them, and it was re^-erved for a later generation to definitely try in the barge the system of towing freight up and down stream. In but little more than a quarter of a century the steam- boat had secured a practical monopoly of the trafiic of the Mississippi, and developed an interior commerce of immense proportions. It was during this period that the river country fared its best. Between 18H0 and 1840 the river cities in- creased rapidly in population, wealth, and trade, and New Orleans, the port of the valley, advanced more rapidly than any city in America. The commerce of the river — and all its commerce was carried on the Mississippi, except an infini- tesimal amount that came through Lake Pontchartrain and the Carondelet Canal.* STEAMBOAT DISASTERS. From the very first day that steamboats had begun to navi- gate the Mississippi they had met with accidents during their Imported through Lake Pontchartrain, 216 Gould's history or river namuation. first forty years. The following total of losses are counted against them : — GREAT TOTALITY AND LOSS OF LIFE. Lost. 1810 to 1820 3 1820 to 1830 37 1830 to 1840 184 1840 to 1850 272 Boats, the dates of whose loss is imkuowu 576 Total in forty years 1 ,070 Tonnage 85,256 Cost $7,113,1)40 Killed at accidents 2,299 Wounded 1,881 Killed and wounded 4,180 Of the accidents, lfi6 boats were destroyed by fire, 209 by explosion, 45 by collision. In 1840 the number of boats snagged was 21, valued at $330,000. In 1841 the number snagged was 29; loss, $464,- 000 ; in 1842, 68. In one mouth of that year 11 vessels were lost between Saint Louis and the mouth of the Ohio, a dif- tance of only 175 miles, the loss being $234,000. In the sev- enteen months succeeding 72 boats were lost, valued at $1,200,000. In 1846 36 vessels were lost, of which 24 were by snags, sunken rocks, or logs; damage, $697,500 ; lives lost, 166. In consequence of these many accidents the cost of run- ning a vessel on the river was estimated at three times that on the lakes. In his report to the Memphis convention, in 1845, Mr. Calhoun estimated the loss of steamers on the Western water ways at 11 per cent, of the entire number, the average life of a vessel being only nine years. In the six years be- tween 1840 and 1846 no less than 225 steamboats were lost on the Western water ways, an average of 56 per year. The record of 1846 is bad enough. steamboats lost, 1846 120 Snagiged 46 Sunk 38 Burst boilers 16 Collision 15 Destroyed by fire 13 Shipwreck 10 Cut down by ice 7 The following gives the actual losses in life of two average seasons of river business : — Years. Number of Number of Number of accidents. killed. wounded. 1853 31 319 158 1854 48 587 228 GREATEST LOSSES OF WATER CRAFT. '217 The most active year in steamboat business and the one chronicling the heaviest losses was that immediately preced- ing the war. The following is the record for 1860: dumber steamboats destroyed and damaged 299 N umber canal-boats and barges 48 Coal andflat-boals 208 Steamboats totally destroyed ViO Causes of disasters : — Sunk Ill Burned 31 Exploded 19 Collisions 24 Snagged and damaged 44 RAPID GROWTH OF NEW ORLEANS. "While the Mississippi Valley was listening at the Memphis convention to the story of its glories to come, and river men were calculating on the immense traffic that was assured the future, New Orleans was confident of the future. Few of its people anticipated any danger of its future and it was pre- dicted not only in American papers but in the British Quarterly Revitw that it must ultimately become, on account of the Mississippi, the most important commercial city in America, if not in the world. That eminent statistical and economical authority, Debow^s Review, declared that " no city of the world has ever ad- vanced as a mart of commerce with such gigantic and rapid strides as New Orleans." It was no idle boast. Between 1830 and 1840 no city of the United States kept pace with it. When the census was taken it was fourth in population, exceeded only by New York, 'Philadelphia and Baltimore, and third in point of commerce of the ports of the world, exceeded only by London, Liver- jpool, and New York, being indeed, but a short distance behind ithe latter city, and ahead of it in the export of domestic pro- iducts. Unfortunately, its imports were out of all proportion with its exports. It shipped coffee, hardware, and other jheavy articles like this up the river, but it left the West de- ipendent on New York and the other Atlantic cities for nearly all the finer class of manufactured goods they needed. Later on, when the West began to go into manufacturing dtself, and Cincinnati and Pittsburgh became important manu- facturing centers, New Orleans imported their goods and re- shipped them to the plantations. Of these shipments up- , stream over 75 per cent., strange to say, were articles which |had previously been sent down-stream. Cincinnati sent its 218 Gould's history of river navigation. lard, candles, pork, etc., to New Orleans to be carried up by the coast packets to Bayou Sara and Baton Rouge. From these latter towns were shipped so many hogsheads of sugar and barrels of molasses to New Orleans to be thence sent by the Cincinnati boats to the Ohio metropolis. There was no trade between the Western cities and Southern plantations, very little even with the towns; it all paid tribute to New Orleans. shipments of cotton to other points. The upper Mississippi had from 1850 become the center of immigration and production, and New Orleans, which had formerly depended on the Ohio River country almost wholly for its supplies, now largely got them from Saint Louis. About 1850 the traffic with Saint Louis exceeded that with Cincinnati. In 1859, 32 steamboats of 48,72(5 tons were re- quired for the Saint Louis and 36 of 26,932 tons for the Cincinnati trade. Next in importance to New Orleans among the lower river towns was Memphis, which had steadily increased its traffic, as follows: — 1851 $ 4,978,000 1853 G,377,000 1854 8,2Ut;,500 1857 11,938,959 The boats landing at Memphis the latter year were : Steam- boats, 2,279 ; flat-boats, 379 ; a total tonnage of 901,214. The' shipments were nearly entirely to New Orleans. There were shipped 223,081 bales of cotton, of which 204,281 went south to New Orleans, 786 north to Saint Louis, and 28,014 to the Ohio River. The other shipments were wheat, flour, tobacco, furs, peltries, etc. Vicksburg had passed Natchez, the levying and settling of the Yazoo delta having made it the point at which the cotton floated down the Tallahatchie, Coldwater, Yalabusha, Sun- flower, and Yazoo Rivers on flats was transferred to steamers. The construction of the Southern Railroad to Jackson had made it also the river poit for the shipment of the cotton of central Mississippi to market Natchez continued an important social center and the ship- per of cotton in the rich districts of southwestern Mississippi. Bayou Sara, as the most western point of sugar production on the Mississippi, was the terminus of what is known as the upper coast packets, and has' continued so to this day. Baton Rouge was important as the State capital of Louisina, but its shipments of produce were small. Below Baton Rouge STEAMBOATS INCREASING IN ELEGANCE AND CAPACITY. 219 the steamboats loaded directly from the plantations ; the towns were small and of littlQ commercial importance. During all this period the Mississippi River steamboat had improved in size, in speed, and in appearance. Discarding the idea of mak- ing the river craft like those of the sea, a new genus of vessel had develo])ed, especially to the needs of the Mississippi and its tributaries, adapted to both passenger and freight traffic, of light draught and great speed, and good carrying capacity. Changes had been made from time to time in the machinery employed and in the shape and appearance of the boat until finally a standard was reached that has been changed little in the last half century. The first boat with a saloon and state-rooms, was applauded by the press as luxurious in the extreme. These cabins were steadily improved until they became really the equal of the finest ocean steamers on the Atlantic. The passenger business of the steamboats was very large; indeed, they carried all the passengers in the Mississippi Valley, and it was one of the surest sources of profit. In size there had been a steady advance. In 1839 but 9 steamers on the Mississippi were over 500 tons, and 13 be- tween 400 and 500. The average tonnage of a steamboat was 'only 164. In 1846 108 steamboats were built a cost of $1,450,000 and of a tonnage of 51,660, an average of 479. One of these was a steamer of 887 tons, another of 750. They were built almost wholly on the Ohio River. Of the first 418 there were built at — Pittsburpih 112 Cincinnati 70 Louisville, New Albany, and Jeffersonville 55 Wlieeling 20 The others were at Brownsville, Marietta, Portsmouth, and other points. RIVALRY BETWEEN WESTERN CITIES. Although not relatively the most prosperous period in the history of river commerce, this period 1840-1860, is in the view of most steamboatmen, the flush time of river commerce. In these twenty years its volume had increased fivefold, and the steamboats had made a wonderful advance in beauty, size and ornamentation. If the raih*"oads and canals had carried off some of the })roduce of the valley, the river towns still kept up a large traffic, and New Orleans, Cincinnati and Saint Louis competed with each other as to who should stand at the head of the list. While the two latter sometimes passed New Orleans in the 220 Gould's history of eiver navigation. GREAT ACTIVITY AMONG STEAMBOATS. number of arrivals of steam vessels, in the tons of freight, and value of produce, the Crescent City was never distanced until war closed it to commerce. It had regular lines to all the important towns, Pittsburgh, Cincinnati, Louisville, and St. Louis, and it controlled, to a great extent, the commerce of .the Tennessee, Cumberland, Arkansas, Red, Yazoo and other streams. In the period 1840-1850 the steamers running between New Orleans and Louisville were the Gen. Brown, V\ illiam French, Diana, Ed. Shippen, ;md others. Later on came the Bell Key, Bostoua, Grace Darling, Peytona, Atlanta, Niagara, K. J. Ward, Eclipse, and Shotwell, with a tonnage of 1,200 tons. Between New Orleans and the Tennessee Piver were the Huntsville, Knoxville, Mohican, Cherokee, Choctaw, East- port, and others which brought out 180,000 bales of cotton each year and 15,000 hogsheads of tol)acco that afterwards found the way by rail to the Atlantic ports. On the Cumberland were the steamers Old Hickory, Helen Kirkwood, Harry Hill, and Tennessee running to Nashville and bringing to New Orleans each year some 120,000 bales of cotton and 12,000 hogsheads of tobacco. The Yorktown, Monarch, Duke of Orleans, and ten other vessels ran regularly between New Orleans and Cincinnati. The lines to St. Louis included the George Collier, Auto- crat, Maria, Alex Scott, Hevry of the West, Meteor, Maria Denning, Imperial, E. J. Gay, Charles Chouteau, Illinois, and John Walsh. The Memphis trade between 1848 and 1861 included the Bulletins No. 1 and No. 2, the John Semond, H. P. W. Hill, Ingomar, Prince of Wales, Ben Franklin, and other steamers, and brought down to the Gulf 325,000 bales of cotton. The Ouachita river trade between 1850 and 1861 included the Pockaway and D. S. Stacey, Farmer, Paul Jones, Cora, Lizzie Simmons, R. W. Kimball, Frank Pargoud, and others, and brought out of the river and its tributaries 150,000 bales of cotton. The Red River lines between 1848 and 1861 included tho Caddo, Latonia, St. Charles, Compromise, H. M. Wright, R. W. Powell, R. W. Adams, B. L. Hodge, Duke, Grand Duke, and Dubloon. These steamers ran to Shreveport; other pack- ets running above to Jefferson, and above the raft which here impeded navigation. BOATS ENGAGED IN DIFFERENT TRADES. 221 Another line to Alexandria and Natchitoches included the P. F. Kimball, Peter Dalena, Prota, and Rapides. These vessels brought annually out of Red River some 250,000 bales of cotton and miscellaneous products of all kinds. The Arkansas trade included the Gem, the Thirty-fifth Par- allel, the Arkansas, which brought out some 150,000 bales of cotton, running as high as Little Rock to Fort Smith in high water, and sometimes even above that point into the Indian Territory when the season was very favorable. THE BEST YEAR ON THE RIVER. The season before the civil war (1859-60) was inaugurated showed the largest receipts at New Orleans of produce and the heaviest business the lower river has ever handled ; indeed it stands on record to this day as the maximum of river pros- perity. The number of boats arriving at New Orleans was not as great as in 1846-47, but the boats had in the meanwhile more than doubled in size and the steam tonnage reaching New Orleans was the largest that city ever saw and it has never equaled it since. Nor was the total of value of the pro- duce as high as in one or two subsequent years. On the other hand, the prices of these latter years are the inflated prices of a paper currency. Reduced to a gold basis they will not amount to anything like the business of the year 1859-60, which stands to this day the best on record in the Lower Missis- sippi. There reached New Orleans that season by river 2,187,560 tons of freight; and the total trade of the city in the receipt and shipment of produce and in the export and import coastwise or to foreign ports was: — River trade ... S289,5fi5,000 Ocean trade 183,7-'5,00O Total . : 5^ 473,290,000 Not only in its amount, but in the stretch of its river trade, the season 1859-60 has never since been equaled. The ar- rivals of steamboats that season at New Orleans shows this, and indicates the change in the river traffic that came in the next quarter of a century : — NUMBER OF STEAMBOATS ARRIVED AT NEW ORLEANS DURING THE SEASON ENDING AUGUST 31, 18G0. Trade in which engaged. Number. Atchaf ayla River 29 Arkansas River 30 Barataria Bayou •. 30 Boeuf Bayou 12 Cairo 12 222 GOULD'S HISTORY OF RIVER NAVIGATION. Trade in which engaged. Number. Cincinnati 206 Coast : Lower 180 Upper ii05 Courtableau Bayou 91 Cumberland Kiver 66 Des Glaises Bayou 16 Evansvilie 8 Grand River 8 Grosse-Tete Bayou 20 Greenville and Bends 118 La Fourche Bayou 90 Louisville 172 Macon and Tensas 83 Memphis 110 Ouachita River 224 Pittsburgh 526 Faducah 1 Red River 488 Saint Louis 472 Tennessee River 16 Teche Bayou 94 Vermillion Bayou 15 Vicksburg 211 Wheeling 9 White River 4 E. Yazoo 59 Other streams 22 BOATS BEING WITHDRAWN. Of this trade, that of the Arkansas, White, Tennessee, and Cumberland may be said to be entirely gone. To-day no ves- sels run up Bayou Vermillion or Grosse Tete. The Yazoo trade is now transferred at Vicksburg instead of goino; direct to New Orleans. Evansvilie, Faducah, and Wheeling are ignorant of special New Orleans lines. The Cincinnati trade has fallen off three-fourths. The Lafourche trade is less, since many of the planters now send their goods by way of the railroad. The same is true of the Teche, along which stream now runs the Southern Pacific Railway. The Red River trade is less than one-fourth what it was then. The Texas and Pacific strikes the Red at Shreveport, Alexandria and other points, and diverts a large traffic from it. The re- cently completed Vicksburg, Shreveport, and Pacific carries a large amount of cotton across the country to Vicksburg, to be thence distributed by railroad. The Red River is seldom navigated above Shreveport, and whereas in those days vessels ran through to Jefferson, and even to White Oak Slioals, this is rare and almost unknown to-day. From the Ouachita and its tributaries a considerable amount of cotton is taken by the Vicksburg, Shreveport and Pacific at Monroe. The Green- ville and Bend trade has dropped one-half in the last few INCREASE OF THE COAL TRADE. 223 years. The Memphis trade does not call for one-fourth the vessels then in use. One line of steamers suffices for the traffic of Louisville and Cincinnati with New Orleans. The only improvement perceptible is in the coal trade with Pittsburgh, which has greatly increased in tonnage and im- portance, and which defies all railroad competition; in the lower river traffic, which shows a slight advance in conse- quence of the increased production of the lower parishes ; and in the barge and mainly the grain trade with St. Louis, which has been somewhat spasmodic, but which has grown to much larger proportions than it was at any time before the war. The extent of the commercial area governed by the river traffic of New Orleans in 1860 will show what was lost in the four years of war that followed, and never fully regained. CHAPTEK XXXYII. (From Internal Commerce of the U. S.) i HOW LEVEES ARE BUILT. ^ ' 'T^HE first advent of the white man into the Mississippi -JL Valley shows the necessity for levees or dikes of earth-work to prevent the low bottoms on both sides of the river from being overflowed. LaSalle found the banks under water at several points when he came down the river in 1684, and Bienville in his exploring expeditions similarly found them overflowed. At several points on or near the river were mounds erected by the Indians presumedly as a refuge from extraordinary hi^h water. One of the highest points encountered by Bienville during his explorations of the Mississippi in 1699-1700 was New Orleans. The Metaerie ridge which runs back of the city rises from 6 to 7 feet higher than the surrounding country, and the front land facing on the river, especially that extend- ing from Bayou St. John forward, is high enough to escape the flood in ordinary years. It is to this fact that the selection of this location as the future capital of Louisiana was due. Seeing that the land here was out of water when nearly all the surrounding country was flooded, Bienville came to the con- clusion that it was above overflow and selected it for the city which he had then in view. The flood that he saw, however, was but a small one, the river not rising its usual height that year. 224 Gould's history of river navigation. THE FIRST LEVEE. The water of 1718 was much higher and interfered seriousljr with the men employed in laying the foundations of New Or- leans, they being compelled by it to stop work and devote themselves to the construction of a rude levee in front of the town and for some short distance above it, which sufficed to keep it clear of water. This was the first levee in Louisiana, and was constructed under the auspices of Sieur LeBlonde de la Tour, chief of engineers of the colony and a Knight of St. Louis. This levee was merely a temporary one, but answered its purpose. It was worked on each successive year, raised and strengthened from time to time, being finally completed under Perrier in 1727. It then presented an 18-foot crown and 60-foot base, and was 5,400 feet, or slightly over a mile, in length. This was more than the city front, and was ample protection to it. Above the city for 18 miles a smaller levee was continued, and another extended 14 miles below, both for the protection of farmers and of the city. The country around New Orleans was settled, levees were constructed, and by 1735 they extended a distance of 42 miles, from English Turn, " Detour des Anglais " to 30 miles above the city. With the exception of the New Orleans levee, how- ever, they were low and weak and fell an easy victim to the great flood of that year, which lasted from the latter part of December to the end of June, 1736. The levees were broken in many places and New Orleans flooded from the crevasses above. The overflow caused great loss and damage and pre- vented the planting of much of the land, as the water did not go down until so late a day. The levees were patched up, but so little was done towards properly restoring them and cre- vassses continued so frequent that the government took the matter in hand and issued an edict requiring the owners of land fronting on the river, and all the parties in the colony so fronted to improve their levees and have them in good condi- tion by January 1, 1744, under penalty of confiscation. This stringent law seems to have accomplished its purpose, and for the next half century Louisiana escaped with comparatively little damage from overflow, and the levees were gradually extended and became the basis of the present levee system of the lower Mississippi Valley — indeed, it is possible that some of them exist to this day in those sections where there has been little change in the course of the river. In 1752 the levees extended along the river front 20 milea THE EXTENT OF LEVEES IN 1752. 225 below and 30 above New Orleans, from Concession to near Bonnet Cerre. The levee system was excellent, and no breaks occurred; and however defective the government of the colony may have been in other matters at that time, when it passed through many financial depressions, there could be no doubt of the efficiency with which it guarded the levees. These were constructed by the inhabitants themselves, but the government reserved revisory power, and allowed no planter to neglect his embankment and endanger the safety of his neighbors. All the land protected by levees was under a high state of cultiva- tion, and nearly the entire population of the colony was con- centrated in this narrow limit of less than 200 square miles. The cost of levee building was relatively higher than it is now, the planter, having no facilities for this work; this caused the slow settlement of the country, as the expense of protecting new land from overflow was many times greater than the cost of buying and stocking it. The levee, however, continued to advance slowly northward at the rate of a mile a year. In 1782, 1785, and 1796 the river rose to a very great height, but the people escaped any serious damage from overflow. There were slight crevasses, it is true, and in 1780, 1785, 1791 and J799 New Oileans was flooded from them. The last overflow, which was the worst, being a break in the Macarte Levee, just above the then city limits, but at what is now known as Car- rollton, or the seventh municipal district of New Orleans. But little injury was caused by these breaks, as the levees were soon repaired. The districts not protected by levies suffered severely. The flood of 1782 was the greatest ever encountered during the century in which Louisiana had been settled, and the water from the Mississip])i overflowed the entire Attakapas and Opelousas regions, including all the country west of the Mis- sissippi to the central prairies, only a few high points escap- ing. In 1785 some of the lower levees were slightly injured, but no great harm done. This experience firmly convinced the inhabitants of the effi- cacy of levees, and the work of building them was energetically continued. In 1812 they extended, on the east bank of the river, from Pointe a la Hache to Bayou Manchac, the dividing line between Louisiana and West Florida, a distance of 155 miles ; and on the west bank from the lower Plaquemines settle- ment to Pointe Coupee, a distance of 185 miles. There were also a few levees on the west bank of the river, between the mouths of the Red and Arkansas Rivers, to protect the settle- is 226 Gould's history of river navigation. ments. The total length of levees in 1812, therefore, was 340 miles, whichatthe then cost of labor, most of itbeing slave labor, must have cost some $6,500,000, a very heavy expense for so young a country GRAND LEVEE AT POINT COUPEE. But little had been done in the way of levee building in the neighboring Territory of Mississippi. In 1809, when the river rose, it swept over all the country around Natchez, which section then contained more than half the population of the Territory, and destroyed the crops. Governor Sargent, in his notes, declares that the inhabitants, who could not understand the flood, entertained the belief that the Great Lakes had forced an outlet into the Upper Mississippi and were pouring down on them. In 1813 came the first serious disaster to the Louis- iani levees in the breaking of that at Pointe Coupee, since known as the Grand levee, and which protects seven parishes from overflow. This levee, which is the largest, tlie most im- portant, and the most exposed in the State, has broken several times, each time causing great damage, as it overflows the basins of the Atchafalaya, Bayou Teche, and Grand Lake. In this year (1813) the water in Grand Lake rose from 4 to 5 feet higher than any previous year it had attained since 1780. There were a number of minor breaks in the river embankment from Concordia down, and even New Orleans suffered slightly from a cave in the Kenner levee, 12 miles above the city. In 1816 followed a notable overflow, restricted however, almost wholly to the city. The Macarte levee which was un- dermined by the powerful current which there strikes the bank, again broke and four days afterwards the rear portion of the suburbs or faubourgs, as they were called, of Montagu, La Course, Gravier, Treme, Saint John, and Saint Mary were flooded to a depth of from 3 to 5 feet. Within twenty-five days, however, the water had run off, and all damages had been repaired. In 1828 the line of levees along the Mississippi was contin- uous except where they were not needed, from New Orleans to Red River Landing, just below the mouth of Red River, a distance of 195 miles, and for 65 miles below the city. Above Red River they were in an unfinished state to Napoleon. From 1828 to 1844 they were gradually extended on the west bank from Red River to the mouth of the Arkansas. There were also man}^ levees along the Yazoo front, but they were not con- tinuous. Above Napoleon little, if anything, had been done in the way of levee building. MEMPHIS CONVENTION 1845. 227 THE SWAMP-LAND ACT. The Memphis river convention of 1845 made an earnest de- mand on the Federal Government to grant the farmers some assistance in the matter of levee building, without which, it was declared, the settlement of the Lower Mississippi Valley could not go on successfully. The planters had already ex- pended many millions in constructing miles of dikes; and it was pointed out that with more levees millions of acres of fer- tile lands, then useless and valueless, because subject to over- flow, could be reclaimed. The proposition was made that these flooded lands should be given to the States to aid in levee building and in reclaiming them ; and this was warmly approved by the convention and recommended to Congress. The convention was not without its effect. The improve- ment of the Mississippi received the attention of Congress, and a resolution was adopted authorizing a survey of the Mis- sissippi for the purpose of ascertaining the best method of reclaiming the alluvial lands. The same year Congress gave, for the fir:?ttime, assistance in the construction of levees. An act was passed in 1849 donating to Louisiana to " aid in con- structing the necessary levees and drains to reclaim the swamps and overflowed lands there, the whole of these swamps and overflowed lands which may be, or are found unfit for culti- vation." The General Government, in the spirit of enlarged public policy, conceded this class of inundated lands to aid in the con- struction of permanent levees, with a view to secure private property, the theory being reclamation of the land through the State and also as a sanitary measure. Then followed the law of September 28, 1850, extending grant so as to enable " the State of Arkansas to construct the necessary levees and drains to reclaim the swamps and over- flowed lands thereon, the fourth and last section of which en- laro^ed the grant so as to embrace in each of the other States in the Union on which such swamps and overflowed lands, known and designated as aforesaid, may be situated." The act pro- vided that " the proceeds of said lands, whether from sale or direct appropriation in kind, shall be applied, exclusively, as far as necessary, to the reclaiming of said lands by means of levees and drains." Among the largest recipients of this bounty were the three river States of Louisiana Arkansas, and Mississippi, which have received 18,545,270 acres of swamp overflowed lands. 228 Gould's history of river navigation. the condition of levees in 1860 The funds from the sale of these lands have been generall}'; turned over to boards of swamp commissioners, to be used by them on levee building. Of the States Louisiana has secured the best results from this donation. It is still possessed of considerable revenue from tliis source, and the Morganza levee in Pointe Coupee was constructed in 1883 out of the funds de- rived from the sale of swamp lands. The assistance thus given by the Federal Government en- couraged levee building, and the next ten years were the most active and successful in the Lower Mississippi Valley. At the outbreak of the war, Louisiana, Mississippi, and Arkansas had a perfect system of levees. In 1860 there were 2,184 miles of embankments on the Mississippi, with an average height of from 8 to 10 feet and a width, at the base, of from 50 to 75 feet, their width at the top being somewhat less than their height. Some of them w^ere of much greater size. That at Yazoo Pass, cut by the Union forces during the siege of Vicks- burg was, for a distance of half a mile, 28 feet high and at some points 38 feet, and in places nearly if not quite 300 feet broad at its base. The levees at Bayou Manchac and the Grand Levee in Pointee Coupee were nearly as large. PROTECTION OF LEVEES AND THEIR SIZE. Under the French rule, and for a long period afterwards,, the levees were built and kept in order by the front propri- etors. At a later date the police June, corresponding to the county commissioners in the other States, took charge of the levees in Louisiana; but in times of danger the riparian pro- prietors, occupying alluvial lands subject to overflow within 7 miles of the river, were compelled to lend a helping hand. When a crevasse was threatened the planters and farmers of the surrounding country met and decided on the line of action to be pursued. Each gave the labor of a number of his slaves. One would give ten slaves for twenty days or less, another thirty slaves for fifteen days, each in accordance with his means. Afterwards districts were formed and taxes levied for levee pur- poses. In Mississippi the levees were placed in charge of the board of swamp commissioners, who expended the money derived from the sale of the lands granted by Congress. Here also, however, the bulk of the work was done by the owners of the plantations fronting on the river. LEVEES ON THE MISSISSirPI. 229 In Arkansas, immediately after the jjrant of the swamp and overflowed lands by the General Government, a board of com- missioners was created to determine the necessary drains and the levees to be erected. This board was abolished in 18o(5, and in 18')7 an act was pa«sed allowing the letting out of con- tracts for building levees when there was sutiicient money in the treasury to pay for it. The funds becoming exhausted, the counties made their own laws respecting these dikes. THE COST or THE LEVEES. In view of the manner in which the work on the levees w^as done — mainly by slave lal)or — it is somewhat ditficult to arrive at a calculation of the cost of these dikes previous to the war. Various estimates have been made of the number of cubic yards of earth in the levees then constructed, and the cost is calculated on this basis. The State engineer estimated that the levees standing in Louisiana in 18()0 cost $12, 500, 000. This repre- sented their actual value, the number of cubic yards of earth in them, at the price then ruling. Another rei)ort places the total cost of levees in all the river States, from the besinniusf of levee building to 1802, as follows: — Louisiana $25,600,000 Mississippi 14.750,000 Arkansas 1,200,000 Missouri 1 ,640,000 Other States 560,000 Total $43,750,000 Work was begun anew. In Arkansas and Mississippi large amounts of bonds were voted for levee pur|)oses. In Louisi- ana a levee company was formed, to which was confided the absolute control of the construction of all levees in the State until 1892, a tax of 2 mills on the dollar being voted for the purpose of raising the necessary funds. The tax was subse- quently increased to 4 mills, and then dropped again to 3. The company was to build at least 3,000,000 cubic yards a year, at 50 and (iO cents per cubic yard, which would have made the annual axpense for levees $l,fi.50,O00. In 1876 the chief engineer of the State reported that the work done by the company for the previous three years had not been sufficient to replace the wear and tear of the levees, and that they were losing ground every year." 230 Gould's history of river navigation. CHAPTEE XXXVIII. FIRST STEAMBOAT COMPANY FORMED IN NEW ORLEANS. IN a newspaper published in New Orleans called Monitor^ March 5th, 1812, has this advertisement: "Steamboat. — The persons who desire to take an in- terest in the steamboat held under the patent of Messrs. Liv- ingston &, Fulton, destined to navigate upon the Mississippi and Ohio and Cumberland, and to the Falls of Ohio, will please address the undersigned at the house of Messrs. Tal- cot & Bowers, from eleven o'clock until two. The subscrip- tion books are open every day until they are filled." N. I. Roosevelt From the Louisiana Gazette and Advertiser January 13th^ 1812 : "The steamboat New Orleans from Pittsburgh, arrived here Friday evening last. The Captain reports she has beea under way not more than 259 hours from Pittsburgh to this place which gives about eight miles an hour. She was built at Pittsburgh by the Ohio Steamboat Company, under the patent granted to Messrs. Livingston & Fulton of New York. She^ is intended as a rescular trader between this and Natchez, and will, it is generally believed, meet the most sanguine expecta- tions of the company." February 8th, 1812, the same paper remarks: '* The steamboat was at Fort Andrews, 50 miles below Natchez oa^ her way up, on Saturday last. She was detained by breaking one of her wheels." Wednesday, Feb. 12, 1812, the same paper makes this an- nouncement: " The steamboat left Natchez on Thursday af- ternoon and arrived here on Monday evening last, and will start again we are informed on Saturday next." Nicholas Baker, Captain. In the s?ime paper of Jan. 16, 1812, is this notice: — "For the Englisli Turn. — The steamboat New Orleans will run from the English Turn and back on Friday next, to start precisely at 10 a. m. Tickets of admission ma}'' be procured at the two coffea houses, at three dollars each. It is expected the boat will re- turn at 3 o'clock. All persons who desire to dine before that hour it is expected will carry their provisions with them." January 18, 1812. Yesterday the citizens were gratified with riRST EXCURSION TRIP FROM NEW ORLEANS. 231 the power of steam in this vessel. She left this place at 11 o'clock, went five leagues down, and returned at 4 o'clock. A number of gentlemen were on board. The day was fine and general satisfaction was given." New Orleans DaiJj Gaztlte^ of Jan. 21, 1812, has the fol- lowing noli'e : — " For Natchez, the steamboat New Orleans will leave this port on Thursday, 23d inst. From a gentleman passenger of correct information we are enabled to state that she can stem the current at the rate of upwards of three miles an hour. That she went from this city to Houmas, a distance of 25 miles, in twenty-one hours." In the Louisiana Gazelle of July, 1818, the following an- nouncement is made: — «' Natchez, July 25, 1818. " The stockholders of the Natchez Steamboat Company met yesterday. The subscription to stock having been completed amounted to one hundred thousand dollars. The company in November last purchased the substantial steamboats New Orleans and Vesuvius and propose to keep them engaged in the trade between this place and New Orleans. These boats were originally built under the sanction of the New York patentees, Messrs. Livingston and Fulton, and will possess whatever advantages may be derived from the estab- lishment of their rights. " REMINISCENCES OF STEAMBOATS AND CAPTAINS OF THE BATON ROUGE, BAYOU SARA AND UPPER COAST TRADE. (The following list is not claimed to be correct, l^ut the best that could be made out of the obscure records.) The first regular packet in the Baton Rouge trade was the steamer Ramapo, Capt. Laurant, from 1820 to 1825 ; then he commanded the steamboat Packet; in 1829 he commanded the Florida, and the Clipper in liS42, when she exploded. In 1822, Capt. Reed commanded the Feliciana; this was a low pressure boat built at New York. She was a very staunch boat and run for many years. 1823. Capt. Urton, steamer Leopold ; Capt. Ward, steamer Telegraph; Capt. Bosworth, steamer Hope. 1824. Capt. Gray, steamer Henry Clay : Capt. Beckwith, 232 Gould's iilstouy of riveb navigation. NAMES OF STEAMBOATS AND MASTERS. Stenmer Courier; Capt. John De Hart, steamer Feliciana; Capt. Mahe, steamer Louisiana. 1826. Capt. Wood, steamer Caravan; Capt. Kimball, steamer Red River. 1827. Capt. Graham, steamer Lady of the Lake. 1828. Capt. Crane, steamer Columbus; Capt. Curry, steamer Attackapas. The following steamboats and masters comprise the principal names that were engaged in the New Orleans, Baton Rouge and Bayou Sara trade from 1840 to 1861 : — In 1840. Steamer Brilliant, Capt. Jno. DeHart; steamer Baton Rouge, Capt. Sellock; steamer John Armstrong, Capt. F. M. Streck. In 1842. Steamer Persian, Capt. Jno. DeHart; steamer Colorado, Capt. F. M. Streck; steamer Buckeye, Capt. Isaac Hooper; steamer Luda, Capt. Thos. Clark. In 1843. Steamer Persian, Capt. Jno. DeHart; steamer Belle Air, Capt. F. M. Streck; steamer Colorado, Capt. James Noe. In 1844. Steamer Belle Aiij, Capt. F. M. Streck; steamer Rainbow, Capt. Sellock; steamer Helen, Capt. James Noe; steamer St. Laundry, Capt. Dugas; steamer Eliska, Capt. Dugas. In 1845. Steamer Brilliant No. 2, Capt, John DeHart; steamer Music No. 1, Capt. F. ]M. Streck; steamer Clinton, Capt. Win. Baird; steamer F M. Streck, Capt. Wilson. In 1846. Steamer Majestic, Capt. Jas. Noe; steamer Eliska; steamer Belle Creole, Capt. Champromere. In 1848. Steamer Luna, Capt. Wm. Baird; steamer Mary Foley, Capt. Dalfares. In 1849. Steamer Gipsey, Capt. James Noe; steamer Clin- ton. In 1850. Steamer F. M. Streck, Capt. F. M. Streck; steamer Patrick Henry, Capt. Dugas; steamer Gross Tete, Capt. Hooper; steamer Music, Capt. Streck; steamer Mary T., Capt. Dalfares. In 1851. Steamer Patrick Henry, Capt. Dugas; steamer Home, Capt. Dugas. In 1852. Steamer Emperor, Capt. J. A.Cotton; steamer Laurel Hill, Capt. J. A. Cotton; steamer Brilliant No. 3, Capt. Jno. DeHart; steamer Doctor Batey. STEAMBOATS IN THE BAYOU SARA TRADE. 233 In 1853. Steamer Musie No. 2, Capt. F. M. Streck : stejimer New Latona, Capt. F. M. Streck; steamer Bella Donna, Capt. I. H. Morrison. In 1854. Steamers New Latona and Laurel Hill, Capt. Gross. In 1855. Steamer New Latonia, Capt. J. A. Cotton. In 1856. Steamer Ca)Mtal, Capt. Baranco; steamer Silver Heels, Capt. J no. I. Brown; steamer Golden Age; Capt. McCombs. In 1857. Steamer Laurel Hili, Capt. Hooper. In 1858. Steamer IMusic No. 3, Capt. F. M. Streck; steam- er Laurel Hill, Capt. James Noc; steamer Gen'l Pike, Capt. Jno. I. Brown ; steamer Music, Capt. Jno. I. Brown. In 1859. Steamer Gross Tete, Capt. Hooper. In 18G1. Steamers D. F. Kcnner and Laurel Hill; steamer Lafouch, Capt. Jno. I. Brown; steamer Jno. A. Cotton ; Capt. Cotton. The Jno. A. Cotton was converted into a ram or gunboat during the war and lost in Bayou Teche. She was one of the fastest and most powerful boats of her day, and the first and only boat ever built on the Ohio that attempted to su|)ply her boilers with a syphon alone, and Avhile she succeeded in reach- ing New Orleans, it was found that while the syphon would supply the boilers after steam was raised, a doctor or an auxiliary engine was necessary for convenience and safety. NEW ORLEANS AND VICKSBURQ PACKETS. Among the early organizations to Vicksburg, there was in 1842, steamer Baton Rouge, Capt. Walworth; steamer Vicksburgh, Capt. W. R. Glover; steamer Sullana, Capt. A. W. Tufts; steamer Norma, Capt. W. A. Grice In 1844, steamer J. M. White, J. M. Converse. In 1846, Magnolia, Capt. St. Clair Thomasson; steamer Concordia, John Raine. In 1849, Princess No. 2, T. P. Leathers. In 1844, Ambassador, C. H. Brenham; Yazoo, Dam- eron. NATCHEZ AND NEW ORLEANS. 1841. Princess No. 1, Capt. C. B. Sanford; Invincible, Capt. James Walworth. 1846. Natchez, Capt. T. P. Leathers; Princess, Capt. Wm. Leathers- 234 Gould's history of river navigation. NEW ORLEANS AND OUACHITA RIVER PACKETS. 1849. Steamer Grant, Capt. E. Connery; Princeton, Capt^ H. A. Ealer. BOATS IN DIFFERENT TRADES FROM 1840 TO 1860. 1851. Trenton, Capt. John Kcuns; Robt. Whiteman, Capt. Geo. S. Kouns; S. W. Downs, Capt. John Cannon. NEW ORLEANS AND ALABAMA RIVER. 1851. Steamer Alabama, Capt. P. Roberts, Jr.; steamer Pearl, Capt. A. P. Boar<{man ; steamer Georgia, Capt. S. F. Scale; steamer Beacon, Capt. D. H. Shaw. BIO GRANDE STEAMBOAT LINE. 1852. Steamers Grampus, Mentona, and Camanclie formed a line from Brazos DeSantiago to Brownsville, owned and managed by Messrs. Kennedy, King and Jas. O'Donnell. NEW ORLEANS AND YAZOO CITY PACKETS. 1843. Steamer Republic, Capt. John Good ; steamer Yazoo^ Capt. R. C. Young ; steamer M. B. Homer, Capt. P. C. Wal- lace: steamer Patriott, Capt. D. F. Rudd. NEW ORLEANS AND RED RIVER. A Short History of the First Navigation of Red River in 1715. *'In 1715, by order of Bienville, the French commander of the territory of Louisiana, the steamer St. Denis was dispatched to Red River to make the first exploration of that country. He penetrated the valley of that river as far as the country of the Natchitoche Indians, and established a fort, where he left a number of soldiers and colonists. This was the first town established by the French on the banks of Red River. The coh'nists immediately commenced a trade with the Indians and purchased by barter all the hides, skins, peltries, etc., which they would bring to tliem. In 1716 the steamer St. Denis^ returned to New Orleans witk a fleet of bateaux loaded with valuable skins, furs, hides, peltries, etc. For many years this navigation, by means of pirogues and bateaux, was carried on upon Red River. The second expedition to Red River was made in 1818, by the steamer De la Harp, which ascended also to Natchitoches. ^ Note. — This steamboat St. Denis is evidently a mytli, as she is nevei heard of before or since her advent in Red River in 1715 and 1716. FIRST STEAMBOATS IN RED RIVER. 235 Leaving her bateaux at this place she commenced the explora- tion of the country to tlie west of Natchitoches. She pene- trated into the country of Ihe Caddo Indians, from whence she retraced her steps; arriving at Natchitoches she concluded to penetrate westward into the territory of Mexico. After pass- ing the Sabine river and penetrating some distance into Mexi- can territory she again retraced her steps to Natchitoches." Old TiaiER.^ REMINISCENCES OF RED RIVER. Its Early Navigation. *' Up to 1824 Red River was navigated almost entirely by keel-boats. The tirst steamboat to enter Red river was the Enterprise, in 1815. She was commanded by Capt. H. M. Shreve, and made two trips to the falls. The second boat of which there is any record was the New- port, Capt. Wm. Waters, in 1819. The third, the Yankee; fourth, Beaver, and tlie fifth the Alexandria. Capt. John R. Kimball (uncle of Capt. P. F. Kimball,) and after these the Governor Shelby, Neptune and the Arkansas, all in 1820. They were all pretty much the same class of boats as the Alexandria, which was 106 feet long, drew seventeen inches and carried 100 tons. In 1821 the Missouri ran to Red River in addition to the above; in 1822 the Venture and the Hope ; in 1823 the Ex- periment, Expedition and the Natchitoches. In 1824and 1825 the Florence, Eliza, Louisville, Red River and the Superior. In 1826 the Planter, Virginia, Miami, Spartan and the Dol- phin. In 1827 and 1828 the Phoenix, Pilot, Cherokee, Robert Burns, Rover, Belle, Creole, Cincinnati and Rapides. In 1830 and 1831 the Gleaner, Paul Clifford and the Ver- million. In 1832 and 1834 the Beaver, Planter, Lioness, Bravo, Caspian and the Waverly. Between 1835 and 1840 thirty-six boats other than those named above ran to Red River; in 1838 Capt. Jesse Wright commanded his first boat in this trade, the Tidier; in 1839, Capt. P. Delma, the Velocipede; in 1840, Capt. Mike Welsh, the Creole and the Bogue Houma, and the same year Capt. Benj, Crooks, the Hunter. These captains all became promi- J Old Timer fails to explain how the steamboat De la Harp penetrated into " Mexican territory." 236 Gould's history of river navigation. LAST OF THE RED RIVER TRANSPORTATION COMPANY. nent men, and of which, with others, an old steamboat clerk, who dates from 1845, will have more to say anon." " The Ashland, leaving to-day (July, 1882), will be the last Doat sent out by the New Orleans and Red River Transportation Com})auy prior to its dissolution. The first boat sent out after its organization (in June, 1875,) was the Col, A. P. Kouns, Capt. Isaac H. Kouns. At that time the following boats comprised the Hne, viz. : The Col. A. P. Kouns, R. T. Bryarly, La Belle, Texas, Lorts No. 3, Belle Rowland, O. H. Durfee, W. J. Be- han and the Maria Louise. All of these boats are things of the past, and no longer float upon the waters, except the W. J. Behan and the Maria Louise, which, together with the Jo Bryarly, Frank Williard Cornie Brandon, Ashland, John D. Scully, Alexandria, Silver City, Yazoo Valley, Jewel, Danube and the Jesse K Bell, comprise the line to-day, and seven barges besides. The I^aura Lee and the Kate Kinney were also in the line, but were withdrawn a short time previous to the election in June last. The dissolution of this company goes into effect next Tuesday at midnight, and then — and then — what! Ever so many people are curious to know. SOURCE OF RED RIVER. REMINISCENCES. Under the above head we published in Saturday's Democrat some historical facts in connection with the early settlement of Natchitoches. To7day from the same source we~ give the discovery of the headwaters of Red River. In 1806, three years after the cession of Louisiana to the United States an exploring party under Capt. Sparks entered Red River in boats, intending to ascend as far as possible to the Pawnee country, where they would purchase horses and proceed to the tops of the mountains. It was evident from this that they supposed Red River issued from the mountain country. They got as high as the great raft, where they were met by a Spanish force and ordered back, an order which, owing to their numbers, they had to obey. In 1819 and 1820, Col. Long, of the 'United States Topo graphical Engineers, on his return from an exploration of the Missouri and the country between that river and the head of the Arkansas, undertook to descend Red River from its source. The Colonel says: We arrived at a creek having a westerly course, which we took to be a tributary of Red River. We ITS DISCOVERY IN 1652 BY CAPT. MARCY. 237 traveled the valley of this stream several hundred miles, when to our disappointment we discovered it to be the Canadian, a tributary of the Arkansas instead of Red River. Our horses and men being exhausted, it was impossible to retrace our steps. Dr. James, who accompanied Col. Long, in his journal of this expedition says: " Several persons have recently ar- rived at St. Louis from Sante Fe, and among others a brother of Capt. Shreve, who gives information of a large and fie- quented road which runs nearly due east from this place and strikes one of the branches of the Canadian. That at a con- siderable distance south of this point is the big plains, which is the princi[)al source of Red River." The source of Red River remained a mystery for many years, and it was not known until discovered by Capt. Marcy in 1852. He left Fort Belknap May 2, 1852; struck the Little Wichita; descending that stream he entered Red River and ascended it. On the sixteenth be camped near the mouth of Cash Creek, this being the i)oint at which he was directed to commence his exploration. Juue 26 the expedition reached the Staked Plains. It was very much elevated above the ad- joining country with almost vertical sides, covered with a scrubby growth of dwarf cedars, and from the summit the country spread out into a perfectly level plain as far as the eye could see. June 27 he reached the main south fork which he ascended, passing into the gorge of the great Llano Esta- cado. These lofty escarpments rise to a great height. As they rode along the bed of the stream, so near its source, they found the water very nauseating, owing to its passing through a bed of gypsum, and the men were made quite sick from drinking it. July 1 , 1852, they reached the source of Red River. This spring is in the gorge of the Llano Estacado, and bursting out from its cavernous reservoir leaps down over the huge mass of rocks below, and there commences its long journey to the Mississippi. These gigantic escarpments of sand stone rising to the giddy height of eight hundred feet on each side, gradually close until they are only a few yards apart, and tinally unite at the top, leaving a long narrow cor- ridor beneath, at the base of which the head spring of the principal or main branch of the Red River takes its rise. The water of this spring is as clear as crystal and perfectly pure. On climbing to the summit of this escarpment they found themselves on the level plains of the Llano Estacado, which spread from there in one uninterrupted descent to the base of the mountains in New Mexico. The geographical po- sition of this point was 34 min. 42 sec. north and longitude 238 Gould's history of river navigation. FRENCH EXPEDITION TO RED RIVER IN 1714. 103 deg. 7 min 11 sec. west. The approximate elevation above the sea, as determiued by frequent barometric observa- tions, is 2,450 feet. REMINISCENCES. In 1714 the French, who then held Louisiana, sent an ex- pedition to Red River as high as Natchitoches for the pur- pose of forming a settlement. They also explored the country westward as far as the Rio Grande, then occupied by the Spaniards, and who claimed jurisdiction east as far as Red River. In 1730 the French Governor Perriere organized an expe- dition to drive the Natchez tribe of Indians from the Red and Bhick River districts. The rendezvous was at Bayou Goula; from there they proceeded to the mouth of Red River, the ship Prince of Conde having been sent ahead with supplies. They ascended Black River, a lake near Trinity, where they met and captured the Indians after a five days' fight, whom they subse- quently sent to St. Domingo, where they were sold as slaves. In 1749 the province of Natchitoches contained sixty whites and 200 negroes, who raised cattle, corn, rice and tobacco. From 1745 to 1790 Spain held possession of Louisiana. Their settlements did not flourish, though communication with Red River was kept up. Natchitoches then contained a population of 800 white and black. BATTURE SET APART i'OR A LANDING. 239 CHAPTER XXXIX. OLD TIME STEAMBOATS — WHARFAGE DUES, ETC., AT THE PORT OF NEW ORLEANS. 6 6^pHROUGH the kindness of Gen. John L. Lewis, I have -1- been permitted to examine a directory of this city i)ub- lished in 1823, of which I hand you extracts. The following statement will show the arrivals of loaded steamboats, barges, keel and Hat-boats within the limits of the city in 1821, from the upper country, together with the amount of wharfage or levee duty paid to the city corporation : — Steamboats, 287; barges and keel-boats, 174; flat-boats, 441. Levee duty, $8,272. Each loaded flat-boat pa^s a duty of $fi ; boats or barges, 70 feet or more in length, $10, and keel boats or rafts, $3. Steamboats pay a levee duty according to their tonnage as follows: 100 tons and under, $6, l.'iOtons, $9; 200 tons, $12; 250 tons, $15; 300 tons, $18 ; 350 tons, $20 ; 400 tons, $22 ; 500 tons, $26; 600 tons, $30. In the year ending October 1, 1817, 1,500 flat-boats and 500 barges and keel-boats came down the Mississippi to this place loaded with produce. The batture which was formed by deposits from the river, which has a front of 3,400 feet, and an average depth of 470 feet. This property has been set aside for the purpose of landing all steamboats, barges, keel and flat-boats. This bat- ture, or landing place, extends from Wither' s saw^-mill to Canal street. In this year New Levee street was laid out in a straight line from Wither's saw-mill to Canal street, having a space of 60 feet between the houses and the edge of the wharf. One-half the batture next the ciiy is exclusively'" appro- priated for steamboats, of which there are sometimes thirty or forty lying at a time. The activity of this commerce is as- tonishing, vessels of 645 tons are employed in it, and it is not unusual for the voyage to Louisville and back to be performed in thirty days, formerly forty men with great difficulty navi- gated a boat of 50 tons the same voyage in six months. All this commerce centers on the batture, and it would be difficult to select in any city in the world a spot in which more exten- sive business is done in the same space. From the Custom- house down to Esplanade street the levee front is set apart for the landing of ships, brigs and schooners." 240 GOULD S HISTORY OF RIVER NAVIGATION. STEAMBOAT ARRIVALS IN NEW ORLEANS FROM 1812 TO 1823. " Gen. John L. Lewis says he has a distinct recollection of seeing the fii'st steamboat, the New Orleans, that landed at this- port in January, 1812. That the event was so wonderful that the Legislature adjourned for the purpose of giving her a grand reception; he also remembers the Vesuvius, the second steam- boat, and that she unfortunately run aground in December, 1814, and therefore could not render any assistance at the time of the battle of New Orleans ; he also remembers the Etna, the third steamboat; he also says that the captains of these original boats were sailors or seamen and mentions that Capt. R. De Hart and John De Hart were sent out from New York by Livingston and Fulton to take command of their boats. It was only a few years after this when the barge men became captains of the Western steamboats. Note. — The saw mill of Mr. Withers was situated just in front of where the old Turo infirmary was built. " The following is an alphabetical list of all the boats that Those marked thus * have been in the New Orleans trade are either sunk or unfit for service from 1812 to 1823: — *^tna. Alabama. Alexandria. Bearer. *Buffalo. Car of Commerce Cincinnati. Comet. *Constitution. Courier. Expedition. Eagle. Elizabeth. Exchange. Eliza. Favourite. Fidelity. *Franklin. Frankfort. Gen'l Clark. Gen'l Green. *Gen'l Jackson. Gen'l Roberts. *Gen'l Harrison. *Gov. Shelby. Geo. Madison. Hecla. Hero. Harriet. Henderson. Hornet. Henry Clay. James Rose. *James Monroe. Johnson. Independence. *Kontucky. Louisiana. Maid of Orleans. ISIanhattan. Maysville. Mississippi. Missouri. . Mars. Mobile. Man dan. Napoleon. Neptune. *Newport. *New Orleans. or out of the trade — *Ohio. Olive Branch. • Osao-e. Paragon. Post Boy. *Pike. Providence. Rapide. Ramaps. Rifleman. Rocket. Robert Fulton. *St. Louis. Tamerlane. Tennessee. Telegraph. Thos. Jett'erson. Teche. United States. Vesuvius. Volcano. * Vesta. Washington. *Yankee FIRST STEAMBOAT THAT CROSSED THE ATLANTIC. 241 The steamboat United States was the largest, her tonnage being 645 tons. The smallest was the Pike. Her tonnage was only 31 tons. The averaged tonnage of all the boats was about 150 tons each. ]SiQTE, — You will see that from 1812 to 1823, that is, in eleven years, there were 75 steamboats landed at the port of New Orleans. This will make an average of about 7 new steamboats each year. I am under the impression that the list taken from the directory of 1823 is a perfect one, as the author must have had access to the Custom House records and also to the wharfage book. If you will make the calculation you will find that these 75 steamboats averaging 150 tons each amounted to only 11,250 tons. We have now upon the Miss- issippi six steamboats whose tonnage will average 2,440 tons each, or the six boats 12,400 tons." Old Timer. CHAPTER XL. OLIVER EVANS CREDITED BY BRITISH AUTHORITY. STEAM COACHES. [From Niles' Register, September 22, 1828, vol. 35.] The following account of steam coaches in Great Britian is of much interest at the present time. That they will become common tilings we have long be- lieved. It was in America that steam was first successfully applied for the ordinary purposes of navigation of rivers. The first steamboat that ventured on the ocean was Ameri* can, and the first that crossed the Atlantic, that penetrated the Baltic, and arrived at the capital of Russia was also Ameri- can. And in noticing the progress of perfection, in the ap- plicabihty of steam for moving of bodies on land, while yielding all due credit to British ingenuity and talents, we wish to record the fact, that the first application of its powers to this purpose was made by an American, and in the City of Philadelphia, by Oliver Evans, who entertained the project in 1786, and communicated it to several persons as well as peti- tioned the Legislature of Pennsylvania concerning steam wagons for which he was thought insane. The State of Maryland, however, in 1782 granted him an exclusive right to make and use steam wagons for 14 years. 16 242 Gould's history of river navigation. FIRST STEAM ENGINES BUILT IN THE WEST. But Evans was poor and confidence was not placed in liia theory, so he obtained no pecuniary assistance, and it was not until 1804, that he was enabled to apply steam to propel bodies on land. He built a flat, or scow, a mile and half from the water, of the weight of about 20 tons, with a steam engine on board of only five horse power, for the purpose of cleansing ilocks, and when all was ready, he placed wheels under the flat, and by steam transported it to and launched it into the water, and with a paddle wheel, then navigated it down the Schuylkill to the Delaware and up the Delaware to Philadelphia, beating all the vessels on the river against a head wind. In 1812, Oli- ver Evans said, " I do verily believe the time will come when carriages propelled by steam will be in general use, as well for the transportation of passengers as goods, traveling at the rate of 15 miles an hour or 300 miles per day." THE FIRST ENGINE SHOP IN THE WEST. About the year 1812, Oliver Evans, sent his son, George Evans, to Pittsburgh, for the purpose of establishing an iron foundry, steam engme manufactory, mould makers shop and blacksmith shop with ten or twelve smith's forges and more than fifty workmen for making steam engines and other ma- chinery. This was in all probability the first engine building establishment erected upon the banks of the Western rivers. And most of the first high pressure engines for Western steam- boats were built at this establishment. There was also an engine building shop established at Brownsville, or Bridgeport, on the Monongahela river, about the same time. All the engines for Fulton & Livingston's first boats were built at Pittsburgh, as follows: New Orleans, 1811 ; Etna, 1815 ; Vesuvius, 1816, and Buffalo, 1816, had low pressure engines, built on the Watt & Bolton plan ; they were built at New York and transported across the Alleghany Mountains by wagons. THE second STEAMBOAT ENGINE BUILDERS I find any account of at Cincinnati, were Goodloe & Borden. They commenced as early as 1816, as this was the date at which the first steamboat was built at that place. They were suc- ceeded by Mess. Harkness & Co., who for many years built steamboat engines. TIRST SHIP CARPENTER VAXDUSEN, AT JEFFERSON VILLE. 243 The first mention I find of a master ship carpenter at •Cincinnati is Mr. William Parsons ; he came originally from New York, where he had learned the trade of building ships. He built many of the original steamboats at Cincinnati. Mr. Crippin was the first ship joiner who built cabins for the original steamboats at Cincinnati; he emigrated from l^ew York and walked from that city to Cincinnati in lbl6 ; He learned his trade at New York, working upon the cabins of ships. Among those he worked upon was the celebrated United States man-of-war Brandywine, which was sent out in 1814 to the Mediterranean Sea to suppress the Algerine and Barbary pirates. The first master ship carpenter I find an account of at Jef- fersonville, Indiana, is a Mr. Vandusen from New York, in 1818. He brought out with him from that city fifty ship car- penters for the purpose of building the first steamboat at that place, Avhich has since become so famous for building magnifi- •^cent steamboats. The first steamboat was named the United States, owned by Edmund Forestall of New Orleans, measured 645 82-95 tons, and was said to have been the largest steam- boat in the world at that date. The next celebrated builder at this place was the ingenious Mr. AVilliam French, who was & master ship carpenter and engine builder, who in 1814 con- structed two steamboats at Brownsville, Pa. He had the repu- "tion of placing the first high pressure engine upon a Western steamboat. He built many magnificent steamers at Jeffersou- Tille from 1820 to 1840. SNAG-BOATS. The First Snaghoats Built for the Removal of Snags. The first appropriation for this purpose was made by Con- gress in 1828. Capt. Henry M. Shreve was appointed super- intendent of the work. He immediately commenced building the two first snaghoats at New Albany, Ind., assisted by Capts. Abraham Tyson and John Dillingham. These boats were double hulls, held together by immense cross beams and iron chains. The hulls, Capt. Moffet, inspector, says, were built by Dohrman & Humphries ; the engines were built by John Curry, of Louisville, Ky. They had several kinds of appli- ances on board for pulling snags and cutting them up. Capt. Moffet did the blacksmith work of making chains and fastenings. The boats were named the Heliopolis, Capt. JMoorehead, and Archimides, Capt. H. M. Shreve. Col. Long 244 Gould's history of river navigation. CAPT. SHREVE AND THE SNAGBOATS IN 1830. was the United States engineer in charge of the improve- ments upon the Mississippi River. The tirst account of work done by the snagboats is as fol- lows : 1830 and 1831 — A Western paper states that the agent employed by the government, Capt. Shreve, has per- fectly succeeded in rendering about 300 miles of river as harmless as a mill-pond, and will in the course of a short pe- riod remove every obstruction from Trinity to Balize. His plan is to rundown the snags with a double steamboat; the- bows are connected by tremendous beams, pUited with iron; he puts on a heavy head of steam and runs the snag down ; they are found uniformly to break off at the point of junction witb the bottom of the river, and float away. 1831 — The captains and crews of the snagboats Archimides- and Heliopolis, under the superintendence of Capt. Shreve, are progressing rapidly in removing obstructions to the navi- gation of the Western waters. The Heliopolis, Capt. Moore- head, has ascended the Arkansas River about 20 miles, and' after removing all the snags in that distance, on account of low water has returned to the Mississippi, and it will in the course of the week have cleared the channel of the Mississippi' between Helena and the mouth of the Arkanaas River. The business, as it now progresses, is effectually done. During the year, 1831, Capt. Shreve continued on down the river^. and made the cut off at the mouth of Red River. Capt. Moorehead continued during 1831 and 1832 to work down ta that river, removing all the snags that presented themselves. In 1832, Capt. H. M. Shreve Avas ordered to proceed' to Red River for the purpose of removing the great raft. His fleet of boats consisted of the snagboat Eradicator and twO' tenders, the Pearl and Laurel. The raft commenced at that time about Loggy Bayou and extended to Carolina Bluffs, a distance of 165 miles. It took six years to accomplish the work of removing this raft, so as to give good navigation be- tween the lower and upper Red River. Official report of Capt. Shreve, June 4, 1838, of the snag- boats Eradicator, Pearl and Laurel: On March 1, 1838, the first boat was enabled to force her way through the upper section of the raft, and up to the 29th tive merchant steam- boats passed up through the raft. On May 1, the navigation through the extent of the raft was considered safe. There were two boats lost near the head of the raft — the Black RED RIVER RAFT REMOVED IX 1838. 245 Hawk and Revenue. The amount expended in opening the raft has been $311,000. Note. — The town of Trinity, mentioned in this account, was about six miles above the mouth of the Ohio, where the fcoats from the Ohio and Mississippi exchanged cargoes. It was many years after the establishment of this place, that Cairo was founded and became the port of exchanging freights. CHAPTER XLI. [From Sharfs' History of St. Louis.] PARTIArTACCOUNTS OF THE FLOODS IN THE MISSISSIPPI AND OHIO. THE first unusual rise in the Mississippi of which we have any account, occurred in 1542. In March of that 3'ear, while De Soto and his followers were at an Indian village on the west side of the " Rio Grande," as the early Spaniards called the Mississippi, which from its ele- vated position indicates the sight of Helena, in Arkansas, there was a rise in the river which covered all the surrounding coun- try as far as the eye could reach. In the village (represented to have been on high ground) the water rose from five to six feet above the earth, and the roofs of the Indian cabins were the only places of shelter. The river remained at this height for several days and then subsided rapidly. The earliest authentic account of the "American Bottom'* being submerged is that of the fiood in 1724. A document is to be seen in the archives of Kaskaskia, 111., which consists of a petition to the crown of France in 1725, for a grant of land in which the damage sustained the year before is mentioned. The villagers were driven to the bluffs on the opposite side of the Kaskaskia river. Their gardens and their crops were de- stroyed, and their buildings and their property much injured. We have no evidence of its exact height, but the whole American Bottom was submerged. This was probably in June. There was a tradition among the old French people many years since that there was an extraordinary rise of the river between 1740 and 1750, but we find no written or printed ac- count of it. In the year 1772 another flood came and portions of the American Bottom were again covered. Fort Charter in 1756 stood half a mile from the Mississippi river. In 1776 it was 246 Gould's history of river navigation. eighty yards. Two years after Capt. Pittman, who surveyed the Fort in 1768, states: " The bank of the Mississippi River next the Fort is continually falling in, being worn away by the current which has been turned from its course by a sand bank now increased by considerable of an island, covered with willows. Many experiments have been tried to stop this growing evil, but to no purpose. Eight years ago the river was fordable to the island. The channel is now forty feet deep." FORT CHARTER DESTROYED IN 1772. About the year 1770, the river made further encroach- ments. But in 1772, when it inundated portions of the American Bottom, it swept away the land to the Fort, and un- dermined the wall which tumbled into the river. A large and heavily timbered island now occupies the sand bar of Capt. Pittman's time. The next high water occurred in 1785, during which Kas- kaskia and Cahokia and large portions of the American Bot- tom were submerged. Concerning this great inundation there is but meager information. This year, however, is known in the annals of Western history as the year of the " great waters." In 1844 it was contended by some of the old settlers of Kaskaskia and Cahokia, who remembered the great flood of 1785, that the water attained a greater height than in the last mentioned year. It is certain at Kaskaskia the water attained a greater height in 1844 than was reached in 1785. This is not predicated upon the mere recollection of indi- viduals, but was ascertained by existing marks of the height of the flood of that year, after the subsidence of the water in 1844. It was then proved that in the last mentioned year, the water rose ttvofeet and five incJies above high water of 1785. The destruction of property by this freshet was compara- tively small. The mighty stream spread over a wilderness tenanted only by wild beasts and birds, and the few inhabitants then residing within the range oC its destructive sweep, easily escaped with small loss, to the high lands. From 1785 to 18il, there were no destructive floods, al- though an occasional overflow, suflicient to fill the lake and low grounds on the American Bottom. This was in the year preceding the great " Shakes," as the earthquakes were called. The river commenced rising at St. Louis early in May, and by the 15th had spread over a large FLOODS IN THE MISSISSIPPI. 247 portion of the American Bottom, and by the first of June it was out of its banlis only in low places. On the sixth it again commenced to rise and continued to rise until the 14th, when it came to a stand. But the greater part of the bottom, Kaskaskia, Cahokia, Prairie Du Pont, Cantine, and nearly all the settlements in the bottom were underwater and the inhabi- tants had fled to the high lands. The " common fields " at St. Genevieve were entirely sub^ merged, the corn was nearly covered. A story is still told by the old inhabitants of the village that the panic-stricken people appealed to Father Maxwell, the village priest, to " pray away the water." It is said he gave no encouragement at first, until the water came to a stand. Then he proposed to the people to drive off the water by say- ing masses. This they did, and as the water fell rapidly, the ground was soon dry and a fine crop of corn was raised, Avhich was divided with the priest in conformity to the agree- ment for saying the masses. The flood of 1811 exceeded all others until 1823. In this year the water in the Mississippi commenced rising rapidly about the 8th of May. It continued to rise until 23d of the month, when it came to a stand at St. Louis. It had then en- tirely covered the American Bottom, and the people from all the towns had sought refuge on the bluffs, or in St. Louis. The houses in the lower part of the city were entirely sur- rounded by water, and the store at the foot of Oak street, occupied by John Shackford, had five feet of water on the floor. The loss of stock and other property on the bottom oppo- site the city was very large, but no estimate has ever been made of the loss. Like the flood of 1811, no means are at hand to determine the height of the water, as compared with previous freshets. In 1826 the American bottom was again submerged and the inhabitants in all the towns were compelled to flee to the bluffs, and St. Genevieve share the same fate as did all the settlers on the Mississippi Bottoms. The amount of stock and crops lost was immense. By the 25th of June the flood had subsided and the people again sought their homes and anxiously awaited the next freshet, which occurred in 1844. The winter of 1823 and 1824 was remarkable for the amount of rain-fall in the Northwest. The river began to raise early in 1844, and by the first of May, was nearly bank full. By the 6th the people at St. Louis began to be severely alarmed. 248 Gould's history of river navigation. The water had already reached the stores on Front street, and the merchants had removed their stocks of goods to the second stories, and the bank opposite in Illinois and the whole Amer- ican Bottom was submerged. The water came to a stand on the 21st of May, and declined gradually until the 7th of June, when it had gotten within its banks. A succession of violent rain storms commenced on the 3d of June, and continued until the 10th, and were general through- out the Northwest and all the streams were bank full. By the 12th the river was again breaking over the banks and the peo- ple in thebottoms were fleeing for their lives, leaving everything behind. By the 5th the people of the whole valley were alarmed, and it was asserted an unprecedented flood was inevitable. On the 12th the water was six inches higher than it had been a month before. On the Ibth the steamer Missouri Mail arrived from the Missouri River, and reported the river rising at St. Joseph, atthe rate of seven feet in 24 hours. All the tributaries were full and overflowing their banks. The whole country from Western to Glasgow was under water and on the Camden Bottom it was from six to eight feet deep. In the St. Louis Republican of 19th June is an account of the situation: — " We have taken some pains to ascertain with certainty the height of the present rise as compared with former freshets. But have been very unsuccessful. Within the memory of many of the oldest inhabitants there has been three extraordi- nary freshets, one in 1811, one in 1823 and the lastone in 1826. The one in 1811 seems to have been the highest. In that year, boats passed from Ste. Genevieve to Kaskaskia and the water covered the whole American Bottom to the depth of sev- eral feet." On the 20th of June, 1844, the Mississippi at St. Louis was from three to six miles wide and in some places nine miles. The water was two or three feet deep in the lower part of the city and at the corner or Front and Pine streets it was to the top of the doors on the first floors. Soulard's addition and St. George were entirely submerged. On the 23d the water rose fourteen inches and came to a stand, remained stationary until June 28th, when it began to recede, and by the middle of July had reached an ordinary stage. NUNS ABANDON KASKASKIA. 249 During this freshet steamboats were employed as ferry •boats, at many points in the valley of the Mississippi and Mis- souri, where ordinariU^ only horse and flat-boats were used. The rapidity of the current and the increased distance render- ed the usual mode entirely inadequate. Frequently trips were made from St. Louis to Belleville a distance of twelve miles, across the American Bottom with small steamboats, and many persons availed themselves of the novelty of the excur- sions. There is no evidence to prove the Mississippi or the Missouri have ever been as high since their discovery as in 1844, al- though some writers claim that in 1785 it exceeded 1844. The late Dr. B. W. Brooks, of Jonesboro, 111., in writing of the flood in 1844, says: " This inundation was ten or twelve feet higher than that of 1811, or of 1826, and higher than ever known except in 1785, when it rose thirty feet above the common level and was the greatest flood kiiown for one hun- dred and fifty years." Mr. Cerre, the oldest French settler in St. Louis, says the inundation in 1785 was not as high by four or five feet, as in 1844. In which opinion all old settlers in Kaskaskia agree — claiming there was one point in the town that was not cov- ered in 1785, which was five feet under water in 1844. The steamer Indiana was chartered to take the JVu^is from Kaskaskia to St. Louis and received them on board at Col. Menard's door. The boat followed the road the whole distance, leaving the river far to the left. Some two hundred citizens went up on the Indiana, leaving the town from ten to twenty feet under water. Many houses were floated from their foundations and barns, fences and stock were swept off. The city engineer at St. Louis ascertained on the 22d of June that the water was three feet four inches over the city directrix. This gave thirty-f our feet nine ^?^c^es plumb water, above low water mark. The next freshet in the Mississippi of importance occurred in 1851. On the 30th of May it was fifteen feet below the high water mark of 1844 at St. Louis. The rise continued the most of June and on the 23d of that month it was only four feet nine inches below the hiojh water mark of 1844. From this date it commenced to fall, after having; almost devastated all the bottom lands on the Missouri, Illinois, Wa- bash and Upper Mississippi. In 1854 there was another damaging flood in the Mississippi in which an immense amount of loss occurred in Arkansas, 250 GOULD'S HISTORY OF RIVER NAVIGATION Mississippi and Louisiana, and almost the entire levee at St. Louis was submerged. HIGH WATER TEARS. In 1858 the Mississippi again was at flood height and reached the flood of 1844 less about two and a half feet. The Ohio being very high at the same time great destruction of property followed. Cairo and many other cities and towns in the valley was overflowed by the breaking of levees, caving of banks, etc. In 1863 the river at St. Louis was again very high and the * water came into stores on the levee. In 1867, 1871, 1875 were high water years, and while but little damage was done in the upper river valleys great losses occurred in Arkansas, Mississippi and Louisiana in consequence of the combined waters of all the upper rivers coming out at about the same time. As a rule, fortunately, the Ohio and its tributaries throw out their great floods some mouths earlier than the Mississippi. But when they all come at once there- is no escaping an overflow. [From laternal Commerce of the United States.] The destructive floods of the Mississippi Valley not only sweep over the alluvial lands of the lower valley between Cairo and the Gulf, but frequently occur in the valleys of the Upper Mississippi, the Missouri, Ohio, Red, Arkansas, Tennessee, Cumberland, Yazoo, and other rivers of this comprehensive system, carrying with them enormous destruction to crops, roads, railroads, postal routes, buildings, live stock, commerce and industries. They are often attended with the loss of life itself. Mr. Morey, in his report to the House of Representatives during the Forty-second Congress, said of the floods of 1868 and 1871: "The destruction caused by the last two floods above named in the Ouachita Valley is almost incredible. A valley of almost unexampled fertility, capable of raising, be- side corn and stock in great abundance, at least 75,000 bales of cotton, worth, at the average price of this season, more than $5,000,000, was inundated, plantations destroyed, build- ings washed away, cattle and swine by the thousand starved or drowned," etc. Another flood in 1874 was still more destructive. Mr. Ellis, in his report to the House in 1876, says of it: " The loss by the flood of 1874 was $13,000,000. This year, so far as it can be ascertained, it is $2,000,000. And this makes the total sum $15,000,000 in actual material wealth within three years.'* LOSSES FROM HIGH WATER. 25^1 " THE GREAT FLOOD OF 1881.'* The great flood throughout the length and breadth of the Mississippi Valley in the spring of 1881 was unusually de- structive, the damage amounting to many millions of dollars. As it is impo>isible to give an accurate estimate of the total damage, we will give a few illustrations by extracts from the press dispatches published in leading daily papers of that time : — " Omaha April 25. — The Hood still continues. The river rose 2 inches last night at this point, but it has done no further damage to manufacturing interests on the water front. Much lumber in the yards has been removed to higher ground. The Union Pacific shops and smelting works, Boyd's packing house and distillery are still under water, and 1,600 men are out of employment. " At Council Bluffs one-half the city is under water, and 600 people are homeless. All passengers from eastern trains are transferred by boat to the Union Pacific depot. " A dispatch from Sioux City announces a fall of 6 inches at that point. " This mornino; high winds set in from the north and stirred up the vast body of water north of the long embankment lead- ing up to the Union Pacific bridge on the east side, and the high waves dashing against it soon washed out the dirt close up to the ties. This was discovered just in time to prevent an accident, and a large force of men were put to work piling sand bags alonof the north side, thus breaking^ the force of the waves and saving the embankment. Two hours more and the water would have taken out a section of several hundred feet of the approach to the bridge. The transfer of passengers, baggage, and mails is continued by boat at Council Bluffs. There is no material change in affairs here since yesterday. The Union Pacific road is runnino; res^ular trains. " The village of Waterloo, near Elkhorn River, 25 miles west of Omaha, is flooded to a depth of 5 feet. "The overflow which covers the country for many miles is doing considerable damage to farms in Elkhorn Valley. " Some citizens of Waterloo claimed their town was flooded owing to the Union Pacific Railroad embankment holding the water back, and they threatened to open a channel through it, but were prevented by the timely appearance of a sheriff and posse of constables from Omaha. Six ice-houses, located in Omaha Bottoms, have been wrecked by high water and ren- dered a total loss. A large wagon-bridge came down the river to-day, landing on the east side of the smelting works. 252 Gould's history of river navigation. HIGH WATER ON THE UPPER RIVER. ^^ Hannibal, Mo., April 25. — The Sny levee broke at 3 o'clock this morning, at a point about a mile and a half above East Hannibal. The crevasse is 130 feet wide, and the water is still catting both below and above the break. Near East Hannibal there are several weak points liable to go at any moment. The river is 19 feet and 1 inch above low-water mark, and is still rising, but very slowly. "Trains from Quincy to Hannibal, via the Chicago, Bur- lington and Quincy Kailroad, are abandoned, the track be- tween Fall Creek and East Hannibal inside the levee being under water. It is estimated that 30,000 a(;res of fall wheat had been sown inside the levee, all of which is now a total loss. There are nearer 10,000 acres, the yield of which here- tofore had averaged 30 bushels to the acre. This season it stood finer than ever. The loss on wheat alone is placed at $1,000,000. The river is still slowly rising, and has now nearly reached the highest point of last year. " tSaint Louis, April 25. — The river is rising and rapidly approaching the danger line. A rise of another foot and the water will submerge some of the low lands in the northern part of the city, and inundate part of the bottoms on the Illi- nois side of the river. iSIuch apprehension is felt for prop- erty on both sides of the river, and measures are being taken to protect it. Old steamboat men are predicting a flood of unusual magnitude, and say that if the present warm weather continues, and particularly if there is much rainfall in the north, a freshet equal to that of 1844 will probably follow. " Bismarck, April 25. — One mile of track and thirty pile bridges washed away constitute the extent of damages on the Xorthern Pacific extension. Night and day forces are at work repairing, and trains to the end of the track are prom- ised in a few days. ^^ Kansas City, April 25. — The levee which was built to protect the town of Harlem and the broad bottom lands oppo- site the city from overflowing gave way on Saturday night, and a strong current, 10 feet deep, is now running at the rate of 5 or 6 miles an hour over the tracks of the Hannibal and Saint Joseph, Council Bluffs, Chicago, Rock Island and Pacific, and Wabash roads. ¥ov nearly a mile all these tracks are supposed to be washed out. The levee gave way about 10 o'clock at night. The water is overflowing a large number of farms to the depth of from 4 to 6 feet. " Saint Paul, Minn., April 25. — A special from Fergus Falls says the upper country is an unbroken sheet of water. DAMAGE FROM HIGH WATER IN 1844. 253 beginning at a point about 25 miles below Saint Vincent and extending this way to the vicinity of Crookston. Twenty-live miles south of Stevenson the water has swept away the track of the St. Paul, Minneapolis and Manitoba Railroad, and all railroad travel is suspended. ''/Saint Paul, Minn., April 27. — The flood at St. Paul, caused by the coming down of high water in the Minnesota River, continues. The water has now reached 18 feet in the channel — 3 feet higher than during the June rise of last year, and the highest point reached since the great flood of 180 7. There is to-day scarcely a foot of uncovered land in the entire country west of St. Paul, flat lands, over which the waters are not now running riot. Old residents there affirm that although they have frequently seen the water cover the low lands, they have never known the current so strong as to sweep over them with such overwhelming velocity as it is doing to- day. The current carried away the bank on which Fifth street is built this mornins:, and there is only a single road re- maining uncovered between river and bluff. A visit to the scene to-day found hundreds of houses isolated by water and the occupants busy moving. The sides of the raised embank- ment were filled in many places with all manner of household effects, which had been brought in boats from the inundated residences, and around which were the owners watching and guarding the same while awaiting the arrival of vehicles to transport the goods to some place of safety. " Omaha, Neb., April 27. — The river has fallen 10 inches here. A further fall of 18 inches is reported at Sioux City. Information having been received at Nebraska City that many people living on the river north of that city were in great peril, one of the ferry-boats started out yesterday and rescued nearly 200 men, women and children, some of whom had been without food two or three days, and were suffering extremely from hunger. These people were lodged in the opera house, the city hall, churches, and other public buildings. * * * " East Nebraska, on the Iowa side of the river, is entirely flooded, and all the inhabitants have been compelled to abandon their homes and seek refuge in Nebraska City proper. Thousands of people along the river bottoms in Nebraska, Mis- souri, Iowa and Kansas are homeless and destitute. Passen- gers, mail, and baggage trains arrived here same as the last few days, only did it more rapidly than heretofore. It will be at least one week before the railroads get into the same shape as before the flood. "•Saint, JoaepJi, Mo., April 27. — The river at this point 254 Gould's history of river navigation. is 22 feet 6 inches above low- water mark, and rising slowly. Many families have been rescued from their inundated houses in the bottom lands during the day, generally in destitute cir- cumstances. All the available flat-boats have been in use re- moving people and stock. An old man and his wife, 76 to 80 years of age, were to-day rescued from the Elm wood bottom, where they were living in a small, one-story house, having been two or three days surrounded by the swift current, a mile from land, and the water 2 feet deep in the house. * * * ^^ Atcliison, Kans., April 27. — Contrary to expectations, the river has continued to rise steadily during the past twenty- four hours, and is now 22 feet 5 inches above low-water mark, and at least twenty inches above the level of the great flood of 1844. The Missouri Pacific road continues to afford the only connection with the East, and it has to send its passengers and mails around by way of Topeka. " Chicago, April 20. — The total loss of property by the flood on the Missouri River and its tributaries between Sioux City and Bismarck is estimated at $2,500,000. Below Sioux City, including the damage done at Omaha, Council Bluffs, Kansas City, and the great overflow on both sides of the Mis- souri between these cities and St. Louis, the amount of loss is computed at $1,500,000.'* DEBATE IN UNITED STATES SENATE ON FLOOD OF 1882. "In the spring of 1882 another destructive flood spread over the lower Mississippi Valley. Its damage in the States of Mis- sissipi and Arkansas was described in the following debate in the United States Senate, February 23, 1882: — "Mr. George. Mr. President, I should like to be in- dulged in making a remark or two explanatory of the magni- tude of the disaster referred to in the joint resolution. " The district overflowed from the breaking of the levee embraces all the Mississippi Delta between Memphis and Vicksburg, about 15 miles in length and about 40 miles in breadth. All of it is either now under water or will be in a short time. I desire also to state, for the information of the Senate, that four-fifths of the population which inhabit that district is composed of colored laborers, who have not the means of support during the time when this overflow will necessarily interrupt labor. "Mr. Ingalls. What is the estimated number of laborera who have been rendered destitute by this inundation? " Mr. George. They inhabit a district about 150 miles DAMAGE FROM THE OVERFLOW IN 1852. 255 long by about 40 wide. 1 suppose there must be from 50,000 to 75,000 inhabitants in that district. " Mr. Teller. What proportion of them will be rendered destitute ? "Mr. George. Four-fifths. I desire also to state for the information of Senators who are not familiar with the length or duration of an overflow in the Mississippi bottoms, that it is not an affair of a day or a week. The overflows in that section of the Mississippi bottoms generally continue from four to six weeks before there is a subsidence of the waters ; and during all that time there is a total suspension of all labor ; the water gets all over the whole country. " I have confined my statement to the destitution in Missis- sippi. There are contiguous districts on the western bank of the Mississippi River, in the State of Arkansas, that suffer from the same overflow. The Senator from Arkansas [Mr. Garland] will make a statement upon that subject. " I shall ask to have the joint resolution referred to the Committee on the Improvement of the Mississippi River and its Tributaries, in the hope that that committee may act upon it with promptness, as the matter will not admit of delay. " Mr. Garland. The information that the Senator from Mississippi gives in reference to his own State applies exactly to the State of Arkansas, which is in front of the overflowed Mississippi River. The intelligence that I receive from that portion of the State of Arkansas through telegrams, letters and newspapers, represents the destruction there as wide- spread, and as absolutely appalling and unprecedented. The overflow has taken barns and granaries, and has swept away the last stock the farmers and planters of that country owned and had to live upon. " I am not prepared in my own mind to say just exactly what relief, or what measure of relief. Congress can or should afford, but certainly there is now a just demand for relief, if it is in the power of Congress to grant it. I hope the joint resohition will be referred to the committee indicated by the Senator from Mississippi, and that that committee may see proper to give it early consideration and report some measure for the relief of those suffering people. " Mr. Hampton. I just came into the Senate when the joint resolution was sent to the Clerk's desk and read, and as I am very familiar with that section of country, having been there a great deal, I wish to make a statement in regard to it. " The area of land which will be overflowed if the river i:ises as high as it has done formerly will cover the richest por- 256 Gould's history of river navigation. tion of the Mississippi Valley on the Arkansas side and on the Mississippi side. I am more familiar with it on the Missis- sippi side than on the Arkansas side ; but it will cover the most productive and finest cotton-growing territory in the wiiole State. I have known the river to be at that point sometimes nearly 150 miles wide, for it.covers from the Yazoo hills on the one side to the Arkansas blutFs on the other, and in that whole section of country, if the river is as high as these dispatches say it is, there will be hardly any land at all above overflow. There are only a few spots in that great Mis- sissippi bottom which are above overflow, and the destruction not only of stock, but of the incoming crop will be so great that I have no hesitation in saying the dispatches from the governor of Mississippi give but a faint idea of the destitution and starvation that will follow there. " My friend from Mississippi thinks that there are 75,000 people in this area covered. I think he has underestimated the number very much. " Mr. George. I spoke of the Mississippi side. " Mr. Hampton. On the Mississippi side I think the num- bers would be very much larger than that. Nearly the whole of those people are colored people ; they rent the land and the loss will fall upon them. They have made no provisions at all for immediate sustenance, and unless some aid can be given promptly, I have no question that there will be starva- tion and infinite suffering in that whole country." In the spring of 1832 an unusually destructive flood in the Ohio River Valley submerged a large portion of the city of Cincinnati which was very forcibly described in the follow- ing dispatch from Murat Halstead, February 16, 1883: — " The loss of life has not been very great, but the destruc- tion of household property is enormous, and clothing, shelter- ing, and feeding the poor who have fled from their homes will strain all resources. The care of property in the submerged district is a great task, and our military companies are out at night patroling the streets. The school-houses are crowded with fugitives. The coal supply of the city is under water. The water-works are overwhelmed. The gas-works are sub- merged. Our condition is in many respects critical, but noth- ing but a sudden and immense rainfall beyond all example can prevent our relief by the fall of the river. There are remark- able coincidences between this monstrous rise in the Ohio and the December overflows of the Rhine and Danube. The par- allel between the Rhine especially and the Ohio in the origin, progress, extent, and duration of the floods is very striking^ COMPARISON BETWEEN THE RHINE AND THE OHIO. 257 and the correspondence in the two cases may be traced also in the intelligent compassion and remarkable liberality with which the sufferings of those made homeless, whether on the Ehine or the Ohio, were regarded and relieved by the enlight- ened and the benevolent." The above are but illustrations of the frequent and whole- sale destruction and desolation caused by the floods through- out the length and breadth of the great valley. But they are sufficient to show that these floods pay no attention to State lines and that they are national in extent and magnitude. EFFECT OF THE FLOODS. CREVASSES. ** Despite all this work, however, the Lower ^Mississippi Val- ley has suffered severely from floods and crevasses due to de- fective levees, to crawflsh or rat holes, to rotten or defective rice flumes, to caving banks, storms, or other causes. Besides these crevasses already noted in the early history of levees, the following are the more important and destructive of the past half century : — Flood of 1828. — This flood occurred before the country above Red River Landing was much settled, and it is probable that its marks have been confounded with those of 1815 in many localities. The Saint Francis and Yazoo bottoms were deeply inundated, being entirely unprotected by levees. Relative to this flood in the Tensas Bottom, it was the high- est of which we have even traditions. The whole region was under water. In the western part of the Atchafalaya basin the flood was the greatest of which we have record, there be- ing no levees for several miles below the mouth of Red River. The overflow extended to the extreme western limit of the alluvial formations instead of only 6 to 8 miles from Bayou Atchafalaya as in ordinary floods. The plantations along the upper part of the Teche were not flooded, but the crops were lost on those within the influence of the backwater from the Atchafalaya overflow. The eastern part of the Atchafalaya basin, indeed, the whole region bordering upon the Mississippi below the head of this basin, seems to have nearly escaped damage, the only exception being the Grosse Tete region, which was deeply flooded by backwater from the Atchafalaya overflow and by a break in the Grand Levee of the parish of Point Coupee, near Morganza. 17 258 Gould's history of river navigation. flood of '44, '49 and '50 on lower mississippi. Flood of 1844. — A considerable rise occurred in April from a freshet in Arkansas River. In May, however, before the lower river had subsided, another and much greater Hood in the Arkansas occurred. Above the mouth of the Red River the country was more or less flooded, but Red River, being fortunately low, the Atchafalaya carried off enough water to protect the plantations below the mouth of that stream from serious damage. This was the condition of the river in June when the great combined flood of the Upper Mississippi and the Missouri, which has rendered this year memorable in river annals, occurred. The country above the mouth of the Red River was gener- ally flooded. The St. Francis and Yazoo bottoms were nearly unprotected by levees and the water had free entrance. The Tensas bottom was badly inundated through breaks in the levees. Below the Red River Landing the country escaped with but little injury, owing to the very low stage of the Red River, which allowed the Atchafalaya to carry off the greater part of the surplus discharge of the Mississippi. Flood of 1849. — The gauge at Carrollton indicates that the river rose nearly to highwater mark in the latter part of January, and remained there with occasional oscillations until the middle of May. Above Red River Landing the ravages occasioned by this flood were comparatively slight. The St. Francis and Yazoo bottoms were inundated, but to an extent not unusual for great flood years. Below Red River Landing the injury done was so immense that the flood is justly classed among the most destructive ever known. On April 7 a crevasse broke on the west bank, about 15 miles above New Orleans, at Fortier's plantation. This flooded the country between the Mississippi and the Bayou La Fourche to a depth of about 4 feet, and this submerged the rear of many rich sugar plantations. The effect of this crevasse upon the bed of the river has been much discussed. On the left bank a crevasse occurred on May 3, at Sauve's plantation, 17 miles above New Orleans, by which the city was inundated. The break remained open forty-eight days, and did an immense amount of damage. Flood of 1850. — It appears that there were four principal rises this year, of which the first and second produced very little, if any, damage. The third was the highest, in the lat- ter part of March," and the fourth, in the middle of May. The damage occasioned by this flood was immense. The FLOODS OF 1858 AND 1862. 259 Saint Francis and Yazoo bottoms were not protected by levees, and both were deeply flooded. The Tensas bottom was submerged more effectuall}'^ than in any year subsequent to 1828. The principal breaks were above the Louisiana line, which flooded Bayou ^h^con. The water rose steadily until March 15, then declined slowly until early in April, then rose again until the middle of May, when it attained its highest point, and then rapidly sub- sided. At the mouth of Black River, the flood was 3 feet above that of 1814, and 5 feet below that of 1828. It is needless to add that nearly the whole region was submerged and the crops destroyed. Below Red River Landing the country fared but little better. The water pouring from Red River exceeded the discharg- ing capacity of Bayou Atchafalaya, and the surplus forced its way into the Mississippi by both of the mouths of Old River. The flood from above, augmented by this new supply, main- tained an elevation sufficient to keep the numerous crevasses below Red River Lauding actively discharging for more than four months. The basin between Bayou La Fourche and the Mississippi escaped nearly uninjured. The crops upon the left bank above New Orleans were much injured by the celebrated Bonnet Carre crevasse, which at- tained width of nearly 7,000 feet, and continued flowing for more than six months. Flood of 1858. — In the flood of 1858 there were four great rises. The first, caused mainly by a flood in the Ohio, occurred in December, 1857. The second rise occurred in Ihe latter part of March and the first part of April, 1858, and was caused by a general swelling of the lower tributaries of the Missouri, Upper Mississippi, and Ohio. The third great rise occurred in the latter part of April. The Tennessee was unusually high. The last and greatest rise in the flood of 1858, occurred at the head of the alluvial regions in June. It inundated the city of Cairo. It washed away miles of levees along the Saint Francis front, and poured rapidly into the bottom lands •of that river. In the White River swamps the same condi- tion existed. The Yazoo and Tensas bottoms, on the con- trary, were comparatively empty. The June rise terminated the flood. I^lood of 1862. — Beyond doubt this was one of the great- est floods which ever occurred on the Mississippi, but the war raging at the time has so obliterated all records that it must always remain classed with the traditional overflows of 1815 .and 1825. 260 Gould's HISTORY of river navigation. FLOODS OF 1867 AND 1874. We know that there was a great flood in the Ohio River at Cincinnati, and also in the Cumberhmd some time in the spring of 1862, and a destructive overflow in the Wabash in February. At Cairo the liighest water occurred May 2, and' was 1.2 feet above the high water of 1858. It is believed that there was no flood m the Yazoo or Red Rivers at the date of the high water in 1862 (except water returning from the swamps), but the records are too defective to render this certain. Flood of 1867 . — In some respect its origin was peculiar. The heavy downfall of snow and rain in the Ohio Valley, a sudden thaw caused moderate floods in the Alleghany and Monongahela Rivers and a great flood in the Wabash, the combined effects of which caused a sudden rise in the Ohio. At Helena the first rise culminatedMarch 14, standing 1 foot above high water of 1858, and eight-tenths of a foot below that of i862. The river then subsided about three-tenths of a foot, but again swelled to the highest point on April 1, being two-tenths of a foot above first rise. There was a moderate freshet in both the Arkansas and White Rivers; the Yazoo discharged a. considerable volume ; in the Red River there was a considera- ble flood in June, due chiefly from the Ouachita. The Atchafalaya basin was deeply flooded through a break in the Grand levee near Morganza. The Teche country was under water. The actual water-mark of 1867 was, in general, a little higher than that of 1858. Flood of 1874. — In February the rain-fall throughout the alluvial regions was not unusual, and the river was generally about at mid-^tage. In March heavy rains prevailed throughout the lowland be- low Cairo, thus filling the swamps and swamp-rivers, and rap- idly raising the Mississippi. * In April these rains became excessive, and extended eastward over the valley of the Tennes- see and Cumberland Rivers. In Missouri tiie breaks were very numerous. Between Commerce, Mo., and the Louisiana line there were 136.5 miles of crevasses and breaks. The flood of 1874 rose 1.2 feet higher at Helena than in 1858. There was no great flood, properly speaking, in the Arkansas, River in 1874. In the White River, there was a destructive overflow. In the Yazoo, there was the largest freshet on rec- ord, due to rain-water alone. The combined rain and crevasse water in the Yazoo raised the Mississippi at Vicksburg 3 feet, during the last three weeks of April. At Alexandria, the Redi River rose 23 feet between February 1 and April 4. THE GREAT BOKXET CARRE CREVASSE. 261 In the Ouachita the greatest flood on record occurred. Bolivar County, Mississippi, suffered severely from a rise in the Arkansas and White liivers in March. The bottom lands of the Tensas were flooded through the crevasse in Carroll Parish. The overflow of the Atchafala^-a basin was extreme in this flood. Bayou Teche was deeply inundated from Saint Martinville down. The Bonnet Carre crevasse raised Lake Pontchartrain suddenly about 2 feet. The suffering in lower Louisiana this year was great. Hun- dreds of persons were actually in danger of starvation. Aid was asked for, and large sums of money were raised in New York. Boston and other Northern cities and States for the benefit of those residing in the overflowed region in Louisi- ana. Boston alone contributed $230,000 to this fund. Flood of 1882 — In the early part of the. winter of 1881- 82, the river was unusually high, due to frequent rains that had fallen throughout the valley, but no grave apprehensions then existed of an overflow. At the beginning of the year, however, a series of rains commenced falling, which continued, without cessation, throughout the month, particularly in the valleys of the Ohio, Tennessee, and around Yicksburg. The smaller tributaries, the Clinch and others, in East Tennessee, overflowed their banks about the middle of January, and caused heavy damages to the farmers; the Cumberland rose rapidly at Nashville, flooding a large jiortion of the town on January 14, and causing much loss, particularly to the lumber interests, and much suffering among the poorer people of the city, 1,000 of whom living near the river were driven from their homes. Floods occurred also at Kosciusko, Miss., overflowing the Chi- cago, Saint Louis, and New Orleans railroad at Aberdeen, and at various other points. The Ohio also began to boom about this time, flooding the lowlands between Cairo and Evansville, and drowning considerable quantities of stock. The rains continued to fall and the rivers to rise. On the 18th the Big Black was out of its banks, and communication be- tween Memphis and the outside world was nearly severed by the freshets occurrino: in all the neiijhborino: streams. The Atchafalaya overflowed its banks, causing a susi)ension of work on the New Orleans Pacific, and at Grenada and Durant, Miss., and on the Tombigbee and AVarrior Rivers, in Alabama, seri- >ous floods were reported. SUFFERING THROUGHOUT THE WHOLE VALLEY. The situation now began to look threatening. Heavy rains were falling every day, and the river rising. A thorough in-, spection was made of the levees, and much work done on 262 Gould's history of river navigation. them. But the rain softened and washed away the dirt, Od January 28, a break occurred in the levee at Delta, Madison Parish, and another at Tropical Bend, in Plaquemines Parish, below the city ; on the 30th another break occurred at Lock- port, on Bayou La Fourche. On February 2 Red Piver rose, flooding the bottom lands below Shreveport. On February i> the levees in the Yazoo valley broke. From that time for- ward crevasses occurred daily. On February 13, the Kempe levee, in Tensas Parish, broke. By the middle of February all the bottom lands in Mississippi, Arkansas, and much of northern Louisiana were under water. On the 20th all the upper rivers, the Ohio, Missouri and Mississippi suddenly rose, with a " boom " beyond all prece- dent. The lower portions of Cincinnati and Louisville were flooded ; Saint Louis was cut off from railroad communication with the rest of the world, and hardly a town on the jNIissis- sippi or Ohio escaped without some damage from the flood. The situation grew worse every day, and only a few points on the river between Vicksburg and Cairo were left above water. On March 1 occurred a violent storm, which caused a number of breaks in the Mississippi levees, inundating Bolivar, Issa- quena, Sharkey, Leflore, and Washington Counties. At that date there were fifteen crevasses in Louisiana on the Missis- sippi, Atchafalaya, and La Fourche. Great destitution existed throughout the overflowed region, and appeals were made to the Government for aid from Illinois, Missouri, Tennessee, Arkansas and Louisiana, and Mississippi. The number of sufferers bj" the flood was then estimated at 43,000. On March 8, the Point Coupee levee was broken, and the scene of de- struction was changed to Central Louisiana. Through these new breaks the water poured down the Atchafalaya and be- gan overflowing the Attakapas district of Louisiana, and ruin- ing the finest sugar plantations of the State. The water on the land overflowed by the Mississi})pi began to run off during the last two week of March, but in lower Louisiana the flood rose and continued through the greater portion of April. Even when this rise stopi^ed, the tlood did not entirely subside. It was not until late in June that some of the plantations were free from overflow. The flood may, therefore, be considered to have lasted fully five months. Over a hundred breaks or crevasses were caused by it, and 22,000 square miles, with a population of over 400,000, were overflowed. Early during the overflow the Government had established relief bureaus in the various inundated States, and several hundred thousand dollars were distributed in rations. This TWENTY-SIX PARISHES OVERFLOWED IN LOUISIANA. 263 was supplemented by the State of Louisiana, which organized a relief commission and sent a fleet to upper Louisiana to re- move the people in danger of overflow to safe land, and to furnish forage to the stock which was being destroyed in thou- sands. This fleet rescued many people from starvation and drowning. LOSSES FROM OVERFLOW. An attempt was made to find accurately the losses from the flood in 1882. The poHce juries of Louisiana were requested by the governor to prepare reports on this subject, showing the land overflowed on the amount of damao;e done. For Mis- sissippi and Arkansas estimates were made. In Louisiana, 26 out of 58 parishes were overflowed either wholly or in part. The parishes suffering most were More- house, Ouachita, Caldwell, Richland, West Carroll, East Car- roll, Madison, Tensas, Franklin, Catahoula, Concordia, Avo- yelles, Rapides, Saint Landry, Pointe Coupee, West Baton Rouge, Saint Martin, Iberia, Iberville, Assumption, Saint Mary, Terre Bonne, La Fourche, Ascension, Saint Bernard and East Baton Rouge. In Mississippi, the counties suffering most were Tunica, Coahoma, Panola, Tallahatchie, Bolivar, Washington, Sun- flower, Leflore, Yazoo, Issaquena, Warren, Claiborne, and Adams. In Arkansas, Mississippi, Poinsett, Cross, Crittenden, Saint Francis, Woodruff, Monroe, Phillips, Arkansas, Desha, Chi- cot, Drew, Ashley and Bradley counties suffered. The following estimates were made of the actual damage in- flicted by the overflow : LOSSES IN LOUISIANA. Crop. Average Crop. Loss. ACREAGE. Per Cent. OF Loss. Value. Cotton bales. . Corn bushels. . Sugar hogsheads.. Molasses gallons . . 171,750 2,800,000 73,300 4,984,000 42,280 560,000 65,970 4,285,000 229,000 140,000 77,000 32 20 1 »i $2,114,000 504,000 6,286,000 2,142,000 52,000 362,000 Total $11,408,000 Add to the total above $11,408,000 Damage to — Stock Fences, etc , Houses and household goods Levees Railroads 1,090,000 530,000 685,000 561,000 730,000 Total loss In Louisiana $15,004,000 2o4 Gould's history of river navigation. FLOOD OF 1884. The only important crevasse of 1884, but a very serious one, was that at the Davis phmtation, 22 miles above New Orleans, one of the largest and most destructive known. A rice flume cut in the old levee had been imperfectly refilled and the great rush of the river washed out the loose earth, and soon cut a gap 1,000 feet wide. Through this immense open- ing the sjiare water of the mighty river forced its way, form- ing a converging stream that ran several miles inland, and pounding out deep gullies and holes here and there along its destructive course. The raih'oad tracks of the Texas and Pacific and of the Morgan lines soon became submerged and all traffic stopped. The two railroad companies, in conjunction, undertook to close this tremendous crevasse, but the driftwood and debris of the river, together with the powerful current that was setting in against the work, so impeded, blocked and prevented any available efforts that they were finally compelled to abandon the undertaking. The great gap then grew apace, the water spread out a vast sheet of demolition over the surrounding country, overflownng adjoining parishes, poured into ti)e town of Gretna, submerging the streets, driving families from their homes, causing widespread misery, destruction and suffering. The water poured down on the richest sugar district in the State, causing destruction on the west bank of the river almost to the Gulf, and entailing a loss of over $5,000,000. high-water floods. What May be Expected Every Ten Years. The following is the Mississippi River Commission's calcu- lations of floods: — " At Cairo, between 1862 and 1883, inclusive, four floods have reached or exceeded a reading on the gauge of 50.8 feet, the highest known reading being 52.4 feet, in 1883. A flood of 51.5 feet may then be booked for once in ten years. At Memphis, between 1858 and 1883, inclusive, the gauge reading has equaled or CxXceeded 34 feet six times, the highest reading being 35.1 feet in 1882. A flood of 34.5 feet may be expected once in ten 3'ears. At Helena, between 18()8 and 1883, inclusive, floods have four times equaled or exceeded a gauge-reading of 45.8 feet, GAUGE READINGS AT DIIFEREKT POINTS. 265 the maximum beinsi: 47.2 feet, iu 1882. A flood of 46.5 feet may be expected once in ten years. At the mouth of White River, between 18G2 and 1883, in- clusive, the floods have five times fjiven a gauge-reading of 46.1) feet or more, the highest being 48.5 feet, in 1882. A flood of 47.5 feet may be expected once in ten years. At Vicksburg, between 1858 and 1883, inclusive, floods have four times given gauge-readings of 48.8 feet or more, the highest being 51.1 feet, in 1862. In 1882 the flood only reachuch to defeat the grand consummation desired will now be adjusted in a scientific and business-like manner." IMPROVEMENT OF WESTERN WATERS. In considering this mooted question of river improvement it may not be uninteresting to note some of the arguments and efforts that have been made from time to time during the earliest periods, since the agitation of the subject of '' Inter- nal Improveuients," in Congress, on the ground of unconsti- tutionality. After a partial acknowledgment of the right and duty of the Government to make appropriations for such purposes in the act instructing Capt. H. M. Shreve to remove the Red River Raft^ and subsequently the snags and wrecks in navi- gable rivers, the first damper that was experienced came through a veto of President James K. Polk, of an appropria- tion bill, involving the question of viternal i77iproveme7its. He, with many others, at thtit time, taking the ground that the government could not'constitutionally make appropriations for such works, and very strangely included that of river im- provements, while claiming exclusive jurisdiction over them and the "right to regulate commerce between the States." That put an end to all works of internal improvement by the government, laid the snag-boats to the bank, where they remained until they decayed and were then sold for a trifle. After the ex[)iration of Mr. Polk's administration and a more thorough discussion of the subject by the people, the conclusion prevailed that the government had the right and it was its duty to make the necessary appropriations to improve rivers, bays, harbors, etc. From that time to the present the question has been what rivers should be improved, and how best to improve them. The manner of improvement is still a mooted question, and conflicting opinions prevail. Every year, however, develops the fact that river navigation is not so necessary to the com- merce of the valley as it was once supposed to be, and some large rivers are partially ignored, also many small ones, as bemgof no importance to the general commerce of the coun- try — notably the Missouri, the Arkansas and some other DECREASE IN WATER TRANSPORTATION. - 291 streams. Later on, when the demand shall have largely in- creased for transportation, navigable waters will again become important factors, and it would seem a wise policy for the government to abandon for the time being the improvement of such streams, and devote its energies to the improvement of those now requiring it. At the present time, 1889, there seems to be a general fall- ing off in water transportation at the South as well as at the North, and a feeling pervades the whole Mississippi Valley that the decline is permanent, and never to be recovered. This conclusion is based upon the observation and experience of the last few j^ears, and has not been arrived at too soon. It has arisen from natural causes, the result of the progress of the age, and demands a corresponding advance in the sys- tem of water transportation to meet it. This may require some years to perfect, but it is not too soon to recognize the necessity. Fifty years was spent after the application of steam to navigation to arrive at the best mode of adopting it to com- mercial purposes. Modern science has made available a more expeditious, a more practicable mode of transportation for passengers and many kinds of freight, and it is only a ques- tion of time when the same agency will bring about a corre- sponding system of water transportation. These great natural water ways in the Mississippi Valley, so convenient and so necessary to its commerce, will never be abandoned or left as mere sanatorians to the country through which they flow forever onward to the ocean. The rapid development of the country is slowly awakening the government and the people who constitute the govern- ment, to a sense of the necessity of so improving these great arteries of commerce that they will be equal to the emer- gencies as soon as they arise, which will not be long deferred. To the boatman of the present generation, to a superficial observer, the "good time coming" seems a great way off, and they are ready to exclaim, all is lost ! " Othello's occupa- tion is gone." But when we contrast the situation now with what it was fifty years ago in this valley, what may not be realized five hundred years hence. The present generation owe something to posterity, and although their occupation may be well nigh gone, their ex- perience is of value and ought not to be lost. There has long pervaded the minds of many experienced boatmen that the puny efforts of the government to improve 292 Gould's history of river navigation. the navigation ol Western rivers would prove abortive, that no permanent good would result. And such theories have not only been entertained, but often expressed contrary to the opinions of long experienced gov- ernment engineero. This is unwise and damaging, and a little reflection ought to satisfy any one that the only way to make the best, the most permanent improvement is through experiments. Hence^ if the government expends fifty million dollars and fifty years, time in determining the best mode of imiiroving the naviiiable waters of this valley, who can say it was not well expended? That there should be differences of opinion as to the best mode of improving certain streams, there is no doubt. But to condemn any plan without being able to suggest a better one, is absurd. This is a sectional question and one upon which this valley ought to be agreed, and to act in concert. Otherwise we are liable to be combined against in any Con- gress and fail altogether. To doubt the practicability of the plan of improving the Mississippi Kiver, as recommended and adopted by the Mis- sissippi Kiver Commission, would be impolitic, />roi'uZe(Z the people of the valley stand by them and see that Congress continues the necessary appropriations from year to year. In the year 1872 the following communication appeared in the jSt. Louis liepnblican : — navigation between ST. LOUIS AND CAIRO. Editor Republican: From recent surveys and estimates made by our present eihcient and competent ofiicer in charge- of " Western river improvements," Gen. Reynolds, it is sat- isfactorily determined that a seven-foot stage of water may be obtained from here to Cairo during the lowest stages of the river, at the small cost of $300,000. (Greatly underesti- mated.) By the construction of dykes or wing-dams, of piles, brushy or rock at twelve different points on the river, it is estimated a permanent channel may be secured and with very little dan- ger of being removed. No one will doubt the expediency of the expenditure. And if this object could be secured by the outlay of $3,000,000 the merchants, underwriters and steamboat owners of this city could well afford to pay the interest on that sum for all time- to come. But it is not necessary for them to pay the interesti or principal on any sum to secure the object. IMPKOVEMENT BETWEEN ST. LOUIS AND CAIRO. 293 By a conceit of action, prompt and decided, an appropria- tion may be obtained at the approaching sesjsion of Congress and the entire work completed within twelve months. No argument is necessary to show the importance of the work. AVith a seven foot stage of water, flour was being car- ried to New Orleans for 40 cents per barrel freight ; to-day, with a four- foot stage, freight is $1 per barrel. The important question to determine is how to secure the appropriation for this specific work. Since the government has recognized the necessity of re- suming the further improvement of Western rivers, so sig- nally interrupted by the veto power of a Western president, James K. Polk, various sums have been appropriated from year to year, to be expended under the direction of the engi- neer department of the government. Last year the amount appropriated for the general im- provement of the Mississippi was cut down b}^ the manipula- tion of the committee on appropriations to $iJO,000, while it should have been at least $250,000, in order to have made available the snag and dredging boats the government had already in service, saying nothing about the iron boats it pro- poses to build for this particular kind of improvement. A few thousand dollars expended at the present time be- tween here and Cairo would be of incalculable service by a properly constructed dredging boat. But the meagre appro- priation is all expended, the government boats all laid up and commerce crippled in consequence. We cannot afford to dis- pense with the general improvement appropriation. Neither would it be well to suggest it, as every one knows who is at all conversant with congressional legislation, that the appropria- tion bill, is an " omnibus bill," and subject to be manipu- lated by all who have any claims for appropriations. And all portions of the Mississippi valley have claims. If we can secure the appropriation of $.500,000 for the Mis- sissippi, Missouri, Arkansas and Red Elvers, including the proposed improvement between here and Cairo, all interests may be pretty well served, and a large influence from all parts of the valley brought to bear upon the committee in making up the general appropriation bill. It is fair to presume we can rely upon our Western mem-j bers of Congress interesting themselves and doing what they can to secure this object, consistently with their other duties; i but as their time is usually occupied in looking after the gen-! «ral interests of their constituents, it might be advisable to, secure the services of some good, efficient man to go to Wash-^ 294 - Gould's history of river navigation, ington, and, in connection with our delegations, do what lobby- ing may be necessary to secure that appropriation. The object is worthy the effort, and no time should be lost in putting the ball in motion. A pu])lic meeting of those most interested should be called^, and the proper plan of proceeding agreed upon, and there can be but little doubt of the result. E. W. Gould. Two years previous to the foregoing communication, or in 1870, the following is an extract from the same paper refer- ring to the necessity of protecting navigation against the en- croachment of dangerous bridge piers, and the necessity of larger appropriations for the protection of river commerce : [For the Republican.] RIVER APPROPRIATIONS, 1870. Mr. Editor: It is a recognized fact that the public press- is the medium through which all great enterprises are inaugur- ated, all reforms introduced, and new ideas promulgated. The all-absorbing public enterprise of the present day seems to be railroad building. One can hardly look into a newspaper, either city or country, without noticing one Or more commu- nications upon the im[)ortance of extending some railroad al- ready built, or building a new one. Then follows a long^ editorial, settino; forth in slowing terms the great benefits ta be derived by the city and country through which it is proposed to run said road, winding up by an earnest appeal to the philanthropy or interest of everybody, to contribute to the great enterprise. This is all right, and indicates the proper spirit. And whether it is all true or not, we want the railroads to develop the country, and whether those that pay for them derive the benefit or not, is a matter in which the public are not so much interested. But there is a matter in which the public are in- terested, and - to this I wish particularly, Mr. Editor, to call your attention, as w^ell as that of your cotemporaries through- out the West and South. I refer to our river improvement. This may at first thought seem to be a stale subject, one that has already been exhausted, and abandoned to the tender mer- cies of Congress. But let us see, before giving this matter up, what the facts are, what has been accomplished and what is proposed to be done. The government, assuming control and jurisdiction over the navigable waters of the country, is the only part}^ to whom I we can look to foster and protect the commerce of our rivers. THE REMEDY FOR MARINE DISASTERS. 295 And what has it done towards improving or protecting these mighty highwuj^s that float annually more commerce than our Atlantic ports combined? I apprehend it has done more to destroy the safe navigation of our rivers, by granting to rail- roads the privilege of erecting bridges over them, than it has ever done to improve them. Seldom a week passes that we do not hear of the loss of some steamboat, coal boat, raft, or other water craft (saying nothing about the loss of life), while attempting to pass these railroad obstructions. It is contended they are necessary evils and must be endured. Although every man of ordinary intel- ligeuce knows they can be constructed just as safely, if not so economically, in a manner that will not materially interfere with naviiiation. It is only a matter of dollars and cents with the railroad companies. Not satisfied with granting to them subsidies by the million, in the shape of public lauds, bonds, &c., Congress seems determined to sacrifice the couimerce of the rivers by granting to them any privilege they may ask. The question is not unfrequently asked by individuals as well as newspapers: Can not something be done to avoid the terrible marine disasters that are so frequently occurring on our rivers? U-ndcrwriters say, are w'e to be broken u]), can nothing be done? Travelers hesitate, and often remark they would like to take a trip on one of those fine boats, but sa many accidents occur they prefer staying at home, &c., &c. Shippers complain of the exorbitant rates of freight boats are obliged to charge, in consequence of the dangerous navi- gation and the high rates of insurance they are compelled to pay, if indeed they can obtain insurance at all. Thus the whole community are directly or indirectly interested in the improvement of our rivers. And what measures of relief is the government proposing? What has it done to accomplish this entirely practical thing ? Nothing, comparatively, nothing. Three years ago Congress made a small appropriation, and ordered three snag-boats built. After much delay and per- plexity in consequence of the red tape formality, the officer placed in charge of the work succeeded in completing the boats. Subsequently he was authorized to bu}^ two or three more small boats for dredging, etc. With this little fleet he set to work to remove the snags and other obstructions from a given number of rivers, whose length embrace some 7,000 miles. But notwithstanding the inexperience of the officer in charge, as well as those of his officers and men, great good was accomplished. Thousands of snags and other dangerous obstructions were removed, besides many troublesome sand 296 Gould's history or rivek navigation. bars on the Upper Mississippi were excavated, and navigation much improved. But, unfortunately, about the time the offi- cers and men engaged in the work had become familiar with it, and knew how to prosecute it to advantage, the appropria- tion of money was exhausted, and the whole fleet have been tied to the shore at Mound City for months, while the officer who had the work in charge has been removed to the Northern lakes, and the men scattered to the four quartets of the globe. If Congress ever gets through with reconstruction, and should consent to take up the general appropriation bill, we may hope to get another appropriation, provided our Western delegation do not sacrifice us to some railroad sclieme. If no appropriation is made, the snag boats will soon become worth- less from decay, and will then be sold at auction, as were those built by the government under the direction of Capt. Shreve 35 years ago. The question that naturally suggests itself here is: Why this neglect? Wh}- are such important maritime interests left so long to suffer, Avhile the government is appropriating mill- ions for railroads and other purposes annually? To be sure, Congress has made two small appropriations for the improve- ment of the rapids of the Mississippi. But the canal at Louis- ville has been ten j^ears under contract for enlargement, and not lini shed yet for want of means, while a railroad bridge has been built across the river at that point in less than three years — a work of greater magnitude than that of the canal — and will do more to obstruct the navigation of the river, than the canal will to improve it, except for the largest class of boats. So much for individual enterprise, and the influence of the press. Now, Mr. Editor, if you and j'our cotemporaries through the Mississippi Valley will take up the subject of our river improvement, and ventilate it, and advocate its claims with half the zeal and determination you do that of a railroad or other public enterprizes, our delegations in Congress Mould never presume to return to their constituents until they had secured an appropriation that would render the navigation of our rivers as safe from obstructions as that of the lakes. This is entirelv practicable, as has been abundantly proven, and the appropriation of the insignificant sum of half a million annually, for a few 3^ears, will accomplish the object. Can nothing be done to stimulate our representatives to move unanimously in this matter, and demand their rights? jThey have the power and ought to exercise it. E. W. Gould. DISCUt^SIXG THE SUBJECT OF RIVER IMPROVEMENT. 297 From about that time frequent conventions were held in different parts of the valley and the subject of river improve- ments were freely discussed and many communications were addressed through the papers in the valley. Among others were the following: — •'RIVER IMPROVEMENTS." Editor Rppuhlican: In a recent number of the TimPft T no- tice an article over the sifjnature of "Pilot" in which the writer joins issue with me on the consistency of criticising the work done at " Horsetail" and other points by government engineers. I submit whether it is fair or consistent to indulge in any general denunciation without even an attempt at suggesting some better plan. It is in effect saying the river cannot be improved, and this, coming from practical river men, who are supposed to know of what tliey speak so often and so confidently, may lead our representatives in Congress to conclude that it is not worth their time to urge so persistently, as the}' are obliged to (in order to secure anything) the, necessity or utility of river im- provements. I am not an advocate of the present system of improving the river, if indeed there is any system. I have been of the opinion that the engineers having the work in charge have es- timated from time to time what could be done, with the best re- sults, with the small appropriations made — knowing from past experience that no large amounts need be expected, and have proceeded to make such improvements as in their judgment would most speedily improve navigation at the most difficult -points. That these have been the most judicious or the best that could have been made, I have no disposition to contend. I know of no precedents from which to judge. The character of the Mississippi is unlike that of any stream in this country Avhere experiments have been made. And I doubt whether even our engineers know, except from theory, the effect that any given work will have upon the channel of the river. They know, as we all do, that by contracting the channel, or the river sufficiently, they will secure deeper water. But the cost of building and maintaining works that will secure this result, must be for the present a matter of experiment. There is no doubt in my mind of the entire practicability of so im- .proving the Mississippi as to secure a channel depth from St. 298 Gould's history of river navigation. Louis to New Orleans of eight feet, except when the upper livers are closed by ice. If that were done but little embarrassment would ever be felt from ice below St. Louis, and there would always be water for all practicable purposes unless closed. The best system to secure this result has never been sub- mitted to my knowledge, or indeed any comprehensive one, except the one proposed by Capt. J. B. Eads. Whether his plan is practicable or not is not my purpose to discuss at pres- ent, but rather to urge the adoption of some practicable plan to secure the necessary appropriation for the work. I cannot agree with " Pilot " that by requiring from " can- didates who offer themselves for Congress, a pledge to try and secure justice to this great interest, we should get all we ■want." We can get those pledges all the time and without any com- bined effort. Experience has shown that something more than a pledge from members of Congress, elected upon a strict party plat- form, is necessary to secure the time and devotion the impor- tance of this great work demands. How many railroad subsidies and Credits Mobilier do you think, jNIr. Pilot, would ever have been secured by this pas- sive policy, relying upon the justice of the case? Congress is not a place to look for justice, and if we wait for tiiat our rivers will remain unimproved in the future as they have in the past. Our claim is certainly just, but in order to have it respected we must send men to Congress not onl}" pledged, but who understand the tricks and are willing to devote their time and influence to the promotion of the work. We need not expect to effect it in one session. The public mind must be educated up to the importance of the work. Members of Congress from different sections of the country must be secured and made to see that appropriations for this great national work should not hinge upon the amount appro- priated for small streams, bayous, inlets and unimportant landings. General appropriation bills are a kind of omnibus bill and are open for all to ride who can get inside. And hence every member is ready to jump in and load the thing down with un- important measures, without regard to any general good. So long as we look to the general appropriation bills for moans to improve our rivers, we shall never get enough to amount to anything. That was fully illustrated at the last THE RIGHT MAN IN CONGRESS. 29^ session of Congress. The bill was so loaded down with un- important measures, the president assumes the right, when signing the bill, to cut off a large portion of it. This he very unfairly did by reducing the whole amount of the river and harbor appropriation three-fifths, instead of selecting the less important ones and leaving those he recognized as proper and legitimate to receive the benefit of the sums mamed in the bill. But being upon the eve of a presidential election, he had not the moral courage to carry out his own convictions. Even in this case, if we had had the right man in Congress he would have stayed with the bill, and could have brought, in all prob- ability, influence enough to bear upon the President to have induced him to have allowed the amounts appropriated to our rivers to have remained, as passed by Congress. Now we are left with less thun enough to remove the snaga that have accumulated in the last six months, saying nothing about completing the works at " Horsetail " and other points. It is now too late of course to expect to accomplish much in the next Congress. But if all in the river interest will unite upon some consistent plan of operation and push it as- persistently as railroad men do their projects there is no doubt of the result. " At one of the early conventions of steamboat men, held at Cincinnati, I think, committees were appointed to confer with the Governors of States bordering upon navigable rivers, ask- ing them to appoint commissioners — two civil engineers and two [)ractical river men — (agreealily to my recollection) — from each State, to confer with two government engineers, as to the proper plan of improving all navigable rivers. This, that then seemed to be a judicious plan of communing, fell still-born, I suppose, as most other things have, looking to the general good of river interests. This or some more practical plan may be adopted, to set the ball in motion, and when once in motion it will only require the voles of its friends to keep it moving. Who will vote this ticket? E. W. Gould. 1876. THE JETTIES AT THE PASSES. Editor Times: I find lying on my desk a marked copy of the Memphis Avahniche, of December 13, 1879, in which he following paragraphs are encircled: — *' It is a popular belief that the Eads jetties are a success.** 300 Gould's history of river navigatioji. *' There is nothing really very wonderful in this popular policy, when it is considered that the influence of the press has been mainly exerted in behalf of this stupendous jetty fraud." "The power of the newspapers is sufiiciently great to make even the government solid for the Jetty business." " When the cash is all expended, and the contractors can see no prospect for any further subsidies, the dredge-boat will be broken up, the materials sbld for old iron and fire wood, and the famous jetty channel will be allowed to till up with Mississippi mud, unmixed by man's contrivances." Now, Mr. Editor, if you can tell the object of this unceas- ing war upon the jetties after everything has been accom- plished that was contemplated by the contractor and the government, you will confer a special favor upon our river improvement interests. While there was yet any reason to doubt the success of this manner of improvement, it was not surprising that the plan, the contractor, and even Congress, should be critcised by those Avho thought some other mode of improvement preferable, or "who felt envious towards Captain Eads. Among the latter might of course be expected General Humphreys, engineer-in-chief of the corpse of government engineers, and his subalterns who had years previously re- ported against the jetty plan. But at this late day, after the work has in the main l?een finished and the contemplated result secured, why this long continued opposition should be kept up, especially by those newspapers whose interests are so closely identified with every- thing connected with Southern and Western river navigation, seems passing strange. The most charitable construction to be placed upon it is, they have said " the horse was sixteen feet high," and are not willing to admit that possibly he was not more than fifteen and a half. Even if, as the Avalanche man suggests, the contractor breaks up his dredge-boat, and abandons the work when there are no more subsidies to be paid, the government can continue the work and secure the present depth of water, which is six feet more than has ever been in the Southwest pass, with all the dredging it has done, and at one-fourth the cost. But according to my recollection, the government, by its contract, has agreed to pay $100,000 a year for twenty years, to maintain the present depth of water. And so long as that contract continues there is no reason to suppose the contractor ivill care to abandon it. EXPERIMENTAL WORKS NECESSARY. 301 Of this no practical man who is at all acquainted with the character of the Mississippi, and who will take the ttouble to go down to the jetties and examine the work, will doubt. I am, therefore, forced to the conclusion that those who keep up this continued tiirht against this splendid achievement of Captain Eads are either ignorant of the facts or jealous of the result. I have none but a common interest in the success of the jetties or in Captain Eads. But I think where a man has ac- complished so great a good to navigation as this work has already proven itself to be, under so many embarrassing cir- cumstances, sufficient time should at least be given to deter- mine its value before condemning it or his motives. But what is most to be deprecated in this connection, is the effect upon the public generally and upon members of Con- gress particularly. AVhile vigorous measures are being taken by those inter- ested in river navigation to secure the co-operation of mem- bers of Congress, and suitable appropriations to insure the improvement of our great natural highways to the gulf, to have a continued tirade of abuse, suspicion and doubt in regard to what the government has done or is trying to do to improve our navigation, can but embarrass all efforts in that direction and prove to those members of Congress who are always too ready to interpose objections to appropriations for river im- provements, that money voted for this object is being squan- dered and no benefits to navigation derived. This, to some extent, may be true. But what work has the government ever undertaken that has not cost more than it ought to have done? The various plans that have been advocated, and in some cases adopted, for the improvement of the Mississippi, are, of course, merely experiments, as there is no other river of its character known to navigation, where improvements havebeen made to any extent. If the government should expend a few millions in deter- mining the best mode of improving the navigation of the great rivers of the West and South, after having almost en- tirely neglected them for fifty years, it would be no great matter. And it comes with a bad grace from us here in the West, who are to be the recipients of the benefits sought, to be continually finding fault. Let us accept with gratitude what we can get and make the best use of it we can. If we don't strike the right plan at first, or some contractor 302 Gould's history of river navigation. gets away with more than his share of it, or the work proves a failure, we will tiy again. The work to be accomplished is worthy of many trials, and the expenditure of many millions. And it can hardly be ex- j)ected that a system of improvements commensurate with the demands of the commerce of this mighty valley can be suc- cessfully carried out without the expenditure of large sums in surveying, in theorizing and in experiments. E. W. Gould. St. Louis, December 17, 1879. The following communication referring to debates in Con- gress on the subject of too much appropriation, is suggest- ive: — EIVERS AND HARBORS. To the Editor of the Republic: St. Louis, July 5, 1888. — I see this " omnibus bill '* is again under consideration by Congress. But with what prob- able success of passing, "no fellow can tell." "Its log- rolling" characteristics always endanger its passage, and although it has passed the Senate, as it always does, with some changes, it is by no means certain it will become a law. And yet the friends of the Mississippi river, the main artery of the commerce of this great valley, upon which hinge the benetits accruing to all others in the valley, adhere to the time honored custom of coupling its fate with that of all small streams, creeks, harbors, etc. The importance of this navigation, and the peculiar charac- ter of the soil through which the river runs, from the mouth of the Missouri to the Balize is such that a claim tor separate and independent legislation by Congress, ouijht to be recognized and if the delegations from the valley and the friends of the measure would unite and step boldly to the front, and insist upon this work standing upon its merits, there is but little doul)t of its being recognized. If not by the first effort, a determined opposition to include it in the general appropria- tion bill, for river and harbors, would soon secure the neces- sary legislation, and insure regular appropriations, as the work progressed. Even should this proi)osition be rejected for years, but little would be lost to navigation. The meager appropriations that are now being doled out from^^ear to year when any are made, is barely sufficient to show to practical men and to engineers in charge of the work, what could be accomplished by liberal annual appropriations. SENATOR PLUMB ON IMVKR APPKOPRIATION. 303 The general public only know how little has been done towards pernianentlv inij)roving the navigation in all these ^ears, without knowing ivhy move has not been accomiMshed and are beginning to look with suspicion upon every appro- priation that is asked for and to doubt the practicability of any attempt to improve the navigation of those great national highways. Senator Plumb struck the keynote to the present system of river improvements in his speech in the Senate last Saturday in discussing Senator Vest's proposition to dissolve the Mis- souri river commission. He said " while he had never voted for a river and harbor bill, he would be willing to vote an appropriation of $50,000,000 " if there was any guarantee that it would be judiciously ex[)ended. But he denounced the system of small and inadequate appro- priations that could be of no permanent benefit to navigation. He said he " was opposed to dumping it into small streams and insignificant harbors." I think, however, the Senator from Kansas is in error in his estimation of the engineer corps of the government. If correctly reported in The Republic's special of July 2 from Washington, "he (Mr. Plumb) handled the engineer corps without gloves, and declared they knew nothing what- ever about civil engineering. They were fancy military men who employed practical engineers to do the work while they went into society," etc., etc. That is probably true in many instances. But to charge that they know nothing about civil engineering, and employ others to do their work, is not true when applied to the en- gineers that have been in charge of the river improvements in the Mississippi valley for the last twenty years. The rules of the war department are such that it is necessary for the oflS- cials working under it to use a great amount of red tape, and work is often delayed in consequence. But that is not the :fault of the engineers. So far as my acquaintance and ob- servation goes the government engineers in charge of the work on the Mississippi river and its tributaries have been good busi- ness men, with large practical experience in engineering, and in knowledge of the wants of navigation, with quite the aver- ajre ability to manafje and utilize skilled and unskilled labor, in the prosecution of their work. Failure on the part of the Congress to make sufficient pro- vision to prosecute a system of works to a successful termina- tion, or to fully test any proposed plan of improvement, should not be charged to the inefficiency of the engineers. 304 Gould's history of river navigation. The truth is, the government has undertaken to do too much experimental work at one time. For as still as it is kei)t, the improvement of such rivers as the Lower Mississippi^ the Missouri and the Arkansas, is yet an experiment, so far as the best, the most permanent and most practical method of doing it is concerned. Although the system adopted by the Mississippi River Commission, so far as it has been fairly tried, seems probable to be entirely successful on such streams. Senator Vest's proposition to dispense with the services of the Missouri River, Commission is undoubtedly a step in the right direction, and another one w^ould be for him to move to strike out of the river and harbor bill the proposed appropria- tion for the improvement of the navigation of that stream. Although, considering his constituency and his own residence, it is not reasonable to suppose he would feel justified in mak- ing that effort now, even though the bill had not passed the Senate. But his observation for the last thirty years, I am satisfied, has been such that he could conscientiously oppose any more small appropriations, unless it was for the protection of the shores of some important cities and towns. The Senator has seen in the time mentioned the river com« merce of that stream fall off from the employment of sixty regular steamboats between St. Louis an Sioux City to none at m11 at the present time, except two or three small boats yet running at the lower end of the river, while the commerce of| the Missouri valley has increased in that time probably 1,000 per cent. Ao;reeable to the bureau of statistic at Washinirton, the- government has expended a little less than $3,000,000 allj told in its effort to improve and protect the navigation of this river, principally within the time specified above. It is safe to say, however, that all the benefit that has ac- crued to navigation from the expenditure of this large amounti of money has been counterbalanced by the damage produced | by illy-constructed bridges. It requires no further argument to show the fallacy of con- tinuing the Missouri river Commission, or of the small appro- priations that have heretofore been made. If the experiments that are now being made on the Mis- sissippi from the mouth of the Missouri to New Orleans arej successful and secure good, permanent navigation the wholei distance, it will establish the practicability of appropriating! large and sufficient sums of money to make good and safe- navigation on all streams of like character. APPROPRIATIONS FOR MISSISSIPPI RIVER. 305 Then it may be possible, and even practiccable, to secure appropriations sufficient to so improve the Missouri as to make it a competitor for the transportation of bulky freights, with the numerous railroads that are now monopolizing the entire commerce of that valley. But to persist in asking Congress to continue appropriations for the improvement of such rivers before they are absolutely necessary to accommo- date the commerce of the country, or a plan has been deter- mined upon by which they can be successfully improv^ed, is unwise, and involves the liability of suspending work indefi- nitely on the Mississippi and other streams that are of great importance to commerce. If the friends of the Western river improvements, both in Congress and out of it, would change their tactics to a less *' h)g-roIling," or, as Senator Vest puts it, " a species of agreement," would probably secure in the end more satisfac- tory results. E. W. Gould. " Capt. E. W. Gould is recognized by all as most compe- tent authority upon all matters pertaining to our rivers and their commerce, and the following communication from him possesses much of interest to our merchants, shippers and steamboatmen: " — PRACTICAL EFFECT OF DEEPENING THE MISSISSIPPI BETWEEN ST. LOUIS AND CAIRO. Editor Republican : There seems no time so appropriate to awaken public interest, and especiall}^ that of business men, as when their business is being seriously embarrassed by any temporary cause. That such cause now exists in consequence of the ice em- bargo there can be no doubt. I therefore propose, with your indulgence, to call the attention of shippers particularly to some facts connected with the suspension of navigation be- tween here and Cairo. It has now been nearly three weeks since navigation has been virtually suspended, and the probability is it will remain so for some weeks to come. I question if there can be found a man in the city, whose opinion is entitled to consideration, that will not agree that if there were eight feet of water in the channel there would have been no serious interruption of navigation up to the present time. 20 306 Gould's history of river navigation. I leave it to those most interested to determine the amount of damage that has already been sustained by the ice embargo this winter. It is claimed by many good practical engineers that it is entirely within the possibility of modern science to so deepen the channel from here to Cairo to afford eiofht feet of water at all seasons. If this is practicable, as I believe it to be, it would insure good and safe navigation the year round in some years, and but a short suspension in others. By deepening the channel and securing the banks, which must necessarily follow, if made permanent, the places where the ice usually blocks first would be easily removed by straightening the river at those points — thus removing in a great measure the liability of an ice block- ade, except in very severe weather. The principal liability would be in extreme high water in the Ohio, when the Mississippi is backed up and the current checked so that the ice will not run out. I3ut as the water is always high at such times there need be no difficulty in keep- ing the river open at that point by moving a government snag boat, or any other boat, through it as often as might be found necessary and at small expense. The only formidable objection that can be raised to this great enterprise is the cost of it, and I submit whether the damage to commerce is not (every winter navigation is sus- pended for two months) sufficient to pay the entire cost of the improvement — saying nothing of the great benefit to be derived during the usual low-water season. The government has long since recognized the importance of this work, and has made many small inadequate appropri- ations to improve the navigation, but in consequence of not having first comprehended the magnitude of the work, and its great importance to commerce, the various appropriations have generally been frittered away without accomplishing much good. The people of the valley have now so far waked up to the importance of water transportation there is a reasonable ex- pectation that Congress will indorse the recommendations of the " commission " that was appointed by the President on the Mississippi River, and make the appropriation at this session to inaugurate the work. This will be a great point gained, and will almost insure a continuance of the work to its ultimate completion. But this proposition is confined to the river .below Cairo, and will not be extended above that point for several years THE ICE BLOCKED AT ST. LOUIS. 307 unless active measures are taken by citizens interested in the commerce of the river, living at St. Louis and in the country above. The present blockade is very suggestive, and there is no doubt that a combined effort by all parties in interest at the present time, would do much to secure the favorable consider- ation of Congress to our pressing and immediate necessities. It is only by active and vigorous measures that we can ex- pect special attention to this part of the river in the near future. E. W. Gould. St. Louis, December 10, 1880. IMPROVEMENT OF MISSOURI RIVER. St. Louis, Nov. 17, 1882. Editor Republican: There seems to be some apprehension :as to what disposition is to be made of the $800,000 appro- priated by the last Congress for the improvement of this river. If it is proposed to enter upon a general system of improve- ment along the whole course of the river, from the mouth to ■Sioux City, a distance of 800 miles, according to plans sub- mitted by Maj. Suter, leaving the bridges unprotected and other important work at the lower part of the river neg- lected, it will, in my opinion, be a grave mistake if not a blunder, and will demand an investigating committee from Congress far more than the works or the proposed work of improvement on the Lower Mississippi. Agreeable to estimates made and submitted to the secretary of war by Maj. Suter, the engineer more especially in charge of this work, it was estimated to cost eiglit millions of dollars, to secure a minimum depth of water of 10 feet in the channel the whole distance; provided the whole amount was appropri- ated at one time, and subject to the draft of the engineer in charge of the work whenever called for. This or any other sum might be considered a prudent esti- mate, upon that condition, as it is not among even the possi- bilities that any such sum can ever be secured at one time for this work. And if attempted to be done by appropriations, from time to time, agreeable to the caprice of Congress, it will undoubtedly cost double the amount of the estimate, if indeed it is ever done. I doubt if there is a man living, whose opinions are valid upon this subject, who will not condemn any plan of improvement involving the probable cost of this 308 Gould's history of river navigation. work — between Kansas City and Sioux City — certainly not for many years to come. A glance at the map will convince any one, who is not blind, that the distance across the country to the lakes or to tide water is so much less than by the meanderings of the river that the commerce of that portion of the country will never seek the river route whatever may be the character of navigation. HOW TO EXPEND $800,000. The distance from the mouth of the river to Kansas City, or perhaps St. Joseph, is not so great but that with the bridge piers, properly protected, the removal of snags, wrecks and trees, with an occasional dredging at certain points, the navi- gation may be made equal to the demands of commerce for a sum, probably consistent with the views of Congress. There is no need often feet of water in^that river. If six feet is secured it will be quite sufficient for all practical pur- poses for twenty years to come. Such is the competition with railroads even now, that freights lare carried as cheaply to and from all points on that river as to most others the same distance to a market. If the present appropriation of $800,000 is frittered away in surveys, plants and preparations for a general sj'stem of im- provement, nothing beneficial to the present navigation is likely to ^result, and if we can judge anything from the pres- ent temper of the people, it is fair to presume that the next appropriation for river and harbor improvements will be con- fined to strictly legitimate works. And there are too many of them in the West and South to jeopardize them by asking for appropriations for improvements not necessary to the com- merce of the country for many years to come, if ever. Would it not be far better and more consistent with the cir- cumstances to economize in the use of the present appropria- tion and expend it in doing what is known to be practical work, and very necessary too, than to launch out upon an untried, and doubtful theory, involving millions of dollars? It is well known the character of the Missouri and Missis- sippi, below the mouth of the Missouri, are very similar, and! as the system adopted by the " Mississippi River Commission "' I is yet an experiment, prudence would certainly suggest thei 'wisdom of waiting until the result of these experiments is I known. Members of Congress from Missouri, Kansas, Nebraska and lotlier Western States, who contributed so largely in securing LEVEES NECESSARY FOR GOOD NAVIGATION. 309 the appropriations for river improvements the last session, -and who feel the necessity for improved navigation on the Missouri, will recognize the propriety of a judicious expendi- ture of this $800,000, well knowing that unless satisfactory results are secured, further appropriations will be withheld. The whole amount of this appropriation can be judiciously expended between the mouth and Fort Benton, in the manner I have intimated, and good results secured for every dollar of it, and involve no risk or experiment. E. W. Gould. CHAPTEE XLYII. FIRST IMPROVEMENT ON THE MISSISSIPPI. IN 1699 and before any settlements had been made in the Valley, Bienville, the French exidorer, found the river par- tially obstructed at one point by a drift pile which he removed and allowed the water free passage. This was probabl}'^ the first attempt to improve the navigation of what were termed Western Watei'S. In a statistical work recently issued by the Treasury De- partment under the direction of Colonel Wm. F. Switzler the following interesting statistical account is taken. The great diversity of opinion on this important subject is sufficient apology for the extended quotations from this valu- able work. While it is principall}'- local, and confined to the Lower Mississippi, it is still national in character and involves the question of river improvements throughout the entire Missis- sippi Valley. " It is now recognized by the Mississippi River Commission that levees are an important factor in river improvement, and that whatever is done to restrain the volume of the river with- in its banks will enable it to cut out its channel and to give deeper water and better navigation. This doctrine was forci- bly enunciated by the Commission in its first report, and it has since assisted liberally in the building of levees, recognizing them as important elements in river improvement. On this basis, therefoie, the amount expended on levees by the several lower river States may be properly included among the ex- penditures for the improvement of navigation. They un- 310 Gould's history of river navigation. doubtedly had that effect, as was well shown by the fact that in Louisiana, where the levees were maintained in the earliest day, the river was always deep and never troubled by bars,, whereas above, there were frequent obstructions. As a mat- ter of fact, however, these levees were created with no ex- pectation or intention of deei)ening the Mississippi, nor, indeed, with any idea that they had that effect. They were con- structed wholly for defensive purposes to protect the land from overflow. The iirst work of the new settlers on the Mississippi in 1717 was to construct a levee for the purpose of protecting them- selves from overiiow, but without any idea of ijn proving navigation. FIRST WORK BY THE FRENCH. The first regular river improvement was that attempted by the French Government in 172(), for the purpose of removing the bar from the mouth of the Mississippi, deepening its navi- gation, and allow ingthe easy entrance of its largest war vessels. At that time the Mississippi afforded a depth of only 6 or 8 feet, and while this was sufficient for the small vessels enijao-ed in the colonial trade, it was not for the men-of-war seekino- refuge in the river. The process adopted for removing the bar was one followed for many years afterward. It consisted simply in dragging iron harrows over the shallow places, stir- ring up the mud, which was carried away by the current. It was successful temporarily. The required depth was obtained, but it was only for a short time, and it had to be done over again repeatedly. While some records exist of the work done on the levees under the French and Spanish regimes, there is very little said about river improvement. The only works undertaken were the leveeing of the banks, which had the effect of deepening the channel, the dredging at the bar to secure a better depth there, and the removal of snags and logs. The Spanish Government, which devoted itself very assidu- ously to developing and improving the material resources of the country, cleared out the mouths of Bayous Manchac and La Fourche, and thus gave better connection between the Mississippi and these streams. As the clearing of the river banks gave a deep, navigable stream along all that portion of the Mississippi then settled (from Bayou Sara down), there was really nothing to be done save to keep the mouth of the river open and to clear it of floating drift. The first was done by the Government, the latter generally by the people, al- EMIGRANTS REMOVING OBSTRUCTIONS IN THE RIVER. 311 though once or twice officers assisted in removing a trouble- some raft where the logs and timber piled up in large masses, affectino; navigation more or less. The cession of the country to the United States caused no change. Nothing was done for the specific purpose of river improvement, although that was incidentally obtained by the levees constructed. About the time of the battle of New Or- leans an important work was performed in the construction,^ under the order of General Jackson, of a dike over Bayou Manchac. Baj'ou Manchac connects the Mississippi River with the Amite, or Iberville, and Lake Pontchartrain and the Gulf, and is thus a short cut to the sea. It was frequently used for purposes of navigation during the early days of the colony, and it was by this route that Bienville and his men entered the river from the settlements on the Mississippi Sound coast, thus avoiding the danger of a trip through the Gulf and passes and up the river. General Jackson's purpose in closing the bayou was not river improvement, but military defense, as this route offered the British an easy entrance into the Mississippi above New Orleans. The Avork, however, in the view now taken of river improvements by the Mississippi River Commission was an important one, being the first step towards closing outlets and thus conh'niug the Mississippi to a single channel and forcing it to cut out and deepen that chan- nel. The large number of people who about this time came pour- ing down the river from every portion of the upper country, but particularly from Kentucky, Tennessee, Virginia, and Pennsylvania, resulted in some improvement of the river, or rather in the removal of the obstructions in the way of logs, rafts, sawyers, etc., that had previously existed. The work was done altogether by the boatmen. The States did nothing, and the United States Government did not recognize its obligations in this matter until about 1829, when it inaugur- ated, under Captain Shreve, the snag-boat system. Previous to that time, the boatmen themselves had removed, in their passage down stream, the numerous logs which obstructed and rendered the navigation of the river dangerous. The set- tlers were everywhere felling the forests along its banks, rafts and logs were being floated down, barges and flat-boats sinking, and, asaco«isequeuce, the river was far more danger- ous than to-day. When the first steamboat, the New Orleans, contemplated making her trial trip to New Orleans, a special agent was sent ahead to examine the route and see what were the obstructions in the way and to remove them. 312 Gould's history of river navigation. CAPT. SHREVE AND THE CUT-OFFS. The snaggy condition of the Mississippi was such at the time that only three-fourths of the boats going down stream ever reached New Orleans, the others being shoaled or sunk on their way there. The losses were so heavy that the captains, pilots, and owners of river craft united in 1822 in a strong petition to Congress asking for the removal of snags. The petition received no attention for some 3^ears, but finally Con- gress recognized its obligations in the matter, and snag-boats were placed upon the river. Captain Shreve, who commanded the fleet, did good work. He invented a system of butting down the snags, and within a short time had cleared out the river. The work was one, however, that never had an end. New logs are constantly floating down, and the snagging branch of public service has ever since been fighting this danger, save during those few years when Congress failed to make an ap propriation for it. Captain Shreve, who was one of the earliest river experts, followed his good work in the way of snag removal by a very unfortunate act. At that time, the general idea of river improvements was to shorten the river — smooth out the wrinkles, as it were. With this idea in view he inaugurated his grand scheme by what is now known as Shreve's Cut-off, cutting off a bend, and thus shortening the Mississippi some 12 or 15 miles. The evil effects of this act are felt to the present day. The State of Louisiana en- deavored to offset it soon afterwards by making a second cut- off across Eaccourci Point. While these cut-offs did not affect the Mississii)pi itself seriously, the}' ruined the entrance to the Red, Ouachita, and Atchafalaya Rivers, and have caused the expenditure since of hundreds of thousands of dollars to set right this ill-advised attempt at river improvement. Cut-offs became fashionable, and all along the river attempts were made to divert it from its ordinary course. To such an extent was this carried in the mad scheme to improve the river in this wa}^ that the legislatures of Arkansas and Louis- iana declared it a felony to make an artificial cut-off of this kind . AVithin six years of the recognition by the Federal Govern- ment of its o})ligations to the river States in the way of at least removing the snags, Louisiana organized a similar service and assisted in the work, and Mississippi did something to- wards improving the navigation of those of its streams empty- ing into the Mississippi. Both States had received donations of lands from Congress for internal improvements, and the RIVER IMPROVEMENT CONVENTIONS. 313 proceeds coming from the sale of these lands were expended equally in the construction of public roads and in river im- provement. This, however, was far from all that the river States desired in the matter, and an agitation was begun in favor of river, im- provement by the Federal Government. The subject was discussed in the Southern and Western press for some time, and finally culminated in a convention, one of the first of its kind in the country. MEMPHIS RIVER IMPROVEMENT CONVENTION, 1845. In 1845 the great river improvement convention met in the city of Memphis, or rather there were two conventions that year in that city. At the first six States were represented, at the second twelve States, with about 500 delegates, and the president no less a personage than Hon. John C. Calhoun. This was not called specifically in the interest of the Missis- sippi River, but of internal improvements generally. In 1847 another river and harbor convention assembled at Chicao-o, at which were present many men who have since become noted in our country's history, as Abraham Lincoln, Charles Hemp- stead, Tom Corwin, Robert C. Schenck, Dudley Field, John C. Spencer, Horace Greeley, and many others. In 1851 a large convention was assembled at Burlington. Iowa, and was the initiative work in the improvement of the Rock Island and Des Moines Rapids of the ^lississi[)pi River. In 1866 another convention met at Dubuque, Iowa, and the following year witnessed another grand convention, and since that time there has scarcely a year passed that conventions have not been held at some of the principal cities in the valley of the Mississippi. The four principal improvements demanded for the river were : — ( 1 ) The improvement of the passes so as to allow vessels of larger draught to reach New Orleans from the Gulf. (2) The improvement of the channel of the river so as to make it navigable at all seasons of the year, [)articularly that portion of the river lying between Saint Louis and New Or- leans, for which a depth of 8 feet is demanded. (3) The removal of obstructions in the river and its tribu- taries, as, for instance, the Rock Island Rapids, the falls in the Ohio opposite Louisville, the Raft in Red River, and similar obstructions to navigration. (4) The prevention of overflows by crevasses, floods, 314 Gould's history of river navigation. and freshets, whereby the fertile alluvial lands lying on the banks of the river were injured and damaged, and the course of the river itself obstructed with bars, etc. These demands have all been more or less recognized ; in- deed, before the convention had met, the Federal Government had already recognized its obligations to the country in the removal of snags and obstructions, and had had its snag-boats at work for some years, and had spent some money in surveys at the mouth of the river and in attempts to remove the bars there. SHIFTING of the CHANNEL AT THE PASSES. The necessity for the improvement of the passes was ad- mitted from the earliest days. The French and Spanish Gov- ernments had worked at them on the system of stirring up the mud at the bottom. The United States followed with the same system, and the first work on the passes was an ingeni- ous but unsuccessful attempt to secure deeper water by dredg- ing with buckets, a plan recommended by the board of United States engineers. The Mississippi River, at its mouth, "is constantly changing and shifting. This is especially so of the jjasses. Since La Salle discovered the mouth of the river, two centuries ago, the deepest pass through which vessels plying to and from New Orleans have sailed, has changed no less than four times. In 1750 the Northeast Pass was the one chiefly in use. Since then Pass aLoutre, Southwest, and South Pass have been suc- cessively employed. In 1835 Congress appropriated $250,000 for the work, that being the first sum ever given by it for this improvement. A survey of the work and preparation for the dredging appara- tus, however, nearly exhausted the appropriation, and several years elapsed before anything more was attempted. The deepest mouth of the river at that time was Northeast Pass, which showed a depth of 12 feet of water, a depth whose inadequacy for the commercial needs of a near future was overlooked. Vessels built expressly for the carrying trade between New York and New Orleans did not, at that time, exceed 500 tons register. Surveys and re[)orts of the passes were made in 1829, 1837, 1839, 1849, and 1851. Shortly after the survey of 1837 Northeast Pass, then the chosen commercial channel of New Orleans, shoaled up; but Southwest Pass was found to answer present purpcses, being only less convenient of approach, and it continued to be used with tolerable facility until about 1850. Then the increasing CONTRACr rOK OPENING SOUTHW^EST PASS. 315 draught of ships brought a new difficulty, and, " owing to pressing memorials of the citizens of New Orleans, Congress ordered an exploration of the region, and appropriated a large sum for the purpose of the deepenmg of the channel of the river." While various measures were being recommended, vessels of less than 1,000 tons were o-i'oundino; on the bar. In 1852 there were no less than forty ships aground on the bar from two days to eight weeks, many of them being com- pelled to lighter their goods, and some even to throw them overboard in order to get safely off the mud lumps. That year $75,000 was appropriated for the mouth of the river and a board of army otiicers appointed to suggest a proper plan of operations for increasing the depth of water on the bar. The system of stirring up the bottom and dredging the river was recommended by the board ; and, if that failed, the building of jetties at Southwest Pass 5 miles into the Gulf, and the closing of all the lateral outlets ; finally, should this fail, the digging of a ship canal at Fort 8t. Philip, or some other convenient point, from the river to deep water in the Gulf. The system of dredging, by stirring up the bottom, recommended by the board, was approved by the War De- partment and a contract was accordingly entered into for deepen- ing the South A^est Pass to 18 feet. The contract was successfully executed and a depth of 18 feet obtained in 1853. No fur- ther appropriation was made until 1856, when no trace of the former deepening of the channel was left. In that year $330,000 was appropriated for opening and keeping open, by contract, ship-channels through the bars at the mouths of Southwest Pass and Pass a Loutre A contract was awarded to Messrs. Craig & Righter for opening both passes 20 feet deep and 300 feet wide, and for maintaining that channel four and a half 3'ears. They constructed on the east side of South- west Pass a jetty about a mile long, which, with harrowing and dredging, deepened the channel to 18 feet, which depth was maintained during 1859 and 1860. The war then came on and the passes were neglected. In 1868 a system of dredg- ing wa^ again adopted by the government, and a steam-pro- peller dredge was constructed at a cost of $350,000 ; a short time afterward a second boat was built. These two boats worked for three years, but in 1873 the army engineers gave their opinion that this dre Iging could not maintain a depiu of 18 feet. The great loss occasioned by the detention of vessels at the mouth of the river at last called forth such loud demands for the deepening of the passes from the most influential organi- 316 Gould's history of river navigation. zations and men in the South and West that Congress, recog- nizingits responsibility, invited phms for the improvement of the mouth of the river. The two main phins suggested were : — (1) The construction of a sliip-caual from Fort St. Philip to the Gulf, asrecommended by the commission of army engi- neers that had examined the mouth of the river in 1857, which, it was estimated, would cost $13,000,000. (2) The building of jetties at the mouth of the river, asj'stem of removing bars that had been tried successfully in Europe in dee})ening the Danube, Vistula, Oder, Dwiua, and other im- portant rivers. THE EADS jetties. The jetty scheme was strongly advocated by Capt. James B. Eads, the great engineer, who had constructed the Saint Louis bridge, and had been engaged in other important engi- neering enterprises. different plans proposed. In February, 1874, Mr. Eads made a formal proposition to Congress to open the mouth of the Mississippi Kiver, by mak- ing and maintaining a channel 28 feet deep between the South- west Pass and the Gulf of Mexico for the sum of $10,000,000 at the entire risk of himself and associates ; not a dollar was to be paid by the Government until a depth of 20 feet had been se- cured when he was to receive $1,000,000, and afterward $1,000,000 for each additional 2 feet, or a total of $5,000,000 when 28 feet had been obtained. The remaining $5,000,000 was to be paid in annual installments of $500,000 each, condi- tional on the permanence of the channel during the ten years. This proposition at tirst met with vigorous opposition and de- nunciation. When the matter was first submitted to Congress an appro- priation of $8,000,000 was made for the Fort St. Philip Canal, which passed the House by a good majority, while at the same time the jetty plan was defeated. In the Senate, however, the canal scheme was crushed, Mr. Ead's arguments before the Select Committee on Transportation Routes to the Seaboard being so forcible that in the Senate the committee asked to be discharged from further consideration of the Fort St. Philip Canal bill, and to report as a substitute for it a bill authorizing the appointment by the President of a commission of seven engineers — three from the Army, three from civil life, and one from the United States Coast Survey — to whom this CONTRACT FOR BUILDING TUE JETTIES. 317 quostion as to the proper method of opening the mouth of the river should be referred, with instructions to report at the next session of Congress. The report of this board was presented to Congress on Jan- uary 13, 1875, by the Secretary of War, audit proved favora- ble to the jetty plan, the board recommending its application to South Pass. Soon after the report, Mr Eads made a new proposition to Congress to make a channel 30 feet deep at the mouth of Southwest Pass. A bill embodying this proposition was presented to the House in February, 1875, and passed it ten days afterward. In the Senate, however, South Pass, as recommended by the board, was selected. The act became a law March 3, 1875. The terms were that Captain Eads was to obtain a channel 20 feet deep and 200 feet wide at the bottom, in thirty months from the passage of the act, and having obtained such a chan- nel, he was to receive $500,000 for every additional 2 feet in depth, with corresponding widths at the bottom until a depth of 30 feet and a width of 350 at the bottom were obtained. He was to receive $500,000, with additional payments, for maintaining the channel. Up to that period the payments of the Government would amount to $4,250,000, with $1,000,000 in addition, earned by Captain Eads, to be retained by the Government for a certain specified length of time as security that the jetties would maintain the channel secured. There was also a provision in the contract which gave Captain Eads $100,000 a year, for twenty years, for maintaining and keeping the jetty works in repair. The jetties extend from South Pass across the bar into the Gulf. The total length of the east jetty as constructed was 12,100 feet, or nearly 2 1-3 miles; the west jetty terminates opposite the east jetty, but its total length is only about 1 1-2 miles, the difference beino; due to the greater extension of the natural banks on the west side of the pass. Without entering into a detailed account of the method of constructing the jetties, their mode of structure may be briefly stated to be with willow mattresses laid in layers and weighted with stone, and on this foundation a concrete wall is built. After successfully surmountino; innumerable enn-ineering difficulties and embar- rassments of the most formidable character, Captain Eads achieved a glorious triumph in his great undertaking, and the jetties were practically completed in July, 1879. At the head of the passes a navigable channel 26 feet deep and 165 feet wide was obtained and certified to July 10, 1879. Since 318 Gould's history of river navigation. that date the semi-monthly surveys have shown constant in- crease both in depth and width. The bar at the head of South Pass, with only 14 feet of water over it, which lay like a for- midable dam in the entrance of the channel, was completely removed, and the depth of water in South Pass was made greater by 2 feet than that in the two larger passes on either side of it. At tiie mouth of South Pass the current, which in 1875 struggled feebly against the frictional resistance of the bar that obstructed it, became, by the construction of the jet- ties, a strong and living force, which, attacking the obstacle in its way, swept it far into the great depths of the Gulf, and carved out lor itself a deep and wide channel more than equal to the wants of commerce. The minimum depths through the jetties at various dates since 1875 to date clearly indicate the efficacy of the scouring process caused by the jetties. In June, 1875, the water was 10.2 feet. In 1876 its greatest depth was 23.5 feet in August; its least depth was 21.0 in May. In 1877 it reached 24.2 from October 25 to December 14; its least depth was 22.0 in INIarch. In 1878 it Avas 27.1 feet in December and 25.4 in March. In 1879 it was 31.7 feet in December and 27.0 in March. In 1880 the depths were, June, 31.4; July, 30.8 ; August, 32.0; September, 30.6; October, 30.3; November, 30.8; December, 30.8. In 1881 the greatest depth was 33.8 feet in January, and its least 30.4 feet in November. In 1882 it was deepest in September, be- ing 31.9 feet; its least was 30.5 in February, and 30.5 in April. In 8183 the greatest depth was 33.4 in June ; its least, 30.2 in January. Since then the jetties have been put to the severest tests. In 1883 the English cable ship, the Silvprtoivn, put to sea with the largest cargo ever leaving New Orleans: 10,618 bales of cotton, 319 tons of ore. 24,193 bushels of grain, 10,750 staves, 1,000 tons of coal, and 275 of water ballast: a total of 5,020 tons, the vessel drawing 25 feet 4 inches. The City of New York also went through, drawing 25 feet 10 inches. She was a comparatively narrow ship, whereas the iSilvertoion had an enormous breadth of beam and was nearly as broad at the bot- tom as at the top, being almost Hat-bottomed. The saving to the people of New Orleans and the Mississippi Valley by rea- son of the establishment of the Eads jetties, was plainly shown by Hon. Joseph H. Burrows, of Missouri, in a speech on the improvement of the Mississippi River, in which he stated that the transportation rates on a bushel of wheat shipped from •the center of the Valley, at Saint Louis by river to the sea- DEI'TII OF WATKft IN TIIK .JP:TTIE8. 319 board at New Orleans during the three years 1877, 1878, and 1871), ranged all the way from 10 to 15 cents less than by rail to the seaboard at New York. That, owing to the jetties, half of the total grain produced in the 14 Valley States could be shipped from Saint Louis to New Orleans, instead of by rail to New York, with an annual saving to the seaboard at 10 cents per bushel, which would be $90,381,552, and at 15 cents per bushel, $135,572,328. The following table is taken from the annual report of Major Ileuer, engineer in charge of the jetti-foot and 30-foot cFiannels through the jetties, according to surveys made in May and Juae, 1887, respectively: — Distauces from east point in feet. Month. 1 :May.... /'.June ... 1 May.... J June ... to 2,000 2,000 to 4,000 ^.'^00 to 6,000 VS::: ■6,000 to 8,000 8,000 to 10,000 10,000 to 12,000 1 May. j .June lay. lue 1 May. / June i Ma j Jul Least width for — 30 feet. 180 190 320 280 320 330 210 210 210 1.30 230 190 2(; feet. 330 350 370 330 390 380 290 280 290 250 300 270 Least depth. 39.4 39.0 35.3 35.4 .37.1 .37.5 31.2 32.3 34.2 34.1 38.1 35.2 Beyond the ends of the jetties there is a central depth of 30 feet on a direct course from the ends of the jetties to the sea; the 26-foot channel^is 210 feet wide and the 30-foot channel 60 feet wide. At the head of South Pass, that is from the main river into South Pass, there is a central depth of 29 feet, and the 26- foot channel is very wide. Above Goat Island the central depth is 29 feet, and the 26- foot channel is 380 feet wide. Near Grand Bayou the central depth is 28 feet, and the 26- foot channel is 200 feet wide. 320 GOULD S HISTORY OF EIVER NAVIGATION. EXPENDITURES AT THE PASSES. The following are the expenditures at various times of the Government on the improvement and deepening of the passes, other than the contract with Captain Eads for the jetties: — Year. 1829. 1830. 1837. 1850. 1852. 1852. 1856. 1866. 1867. 18G8. 1869. 1870. 1871. 1872. 1873. 1874. 1875. 1876. 1877. 1878. 1879. 1880. 1881. Total. Total, For what expended. Survey Increasing depth Removal of obstructions Survey do Opening ship canal Improvement of South Pass and Pass a I'Outre. Improving mouth of river do .do. .do. .do. .do. .do. .do. Improving mouth of river and survey. Improving mouth of river Improving mouth of river and survey. dp Survey do do do Expended by the Government for the construc- tion of the jetties under the contract with Capt. James B. Eads Amount. 5 500 75,000 120,000 50,000 50,000 75,000 330,000 75,000 200,000 50,000 85,181 300,000 125,000 155,000 125,000 85,000 250,000 115,000 12,000 15,000 24,000 10,000 10,000 ^2,526,681 5,950,000 5,476,681 MISSISSIPPI RIVER IMPROVEMENTS. In respect to the improvement of the Mississippi River for purposes of navigation, little or anything was done save at the mouth before 1878. This vras due to two reasons — be- cause the Government did not fully recognize its obligations in the matter, and because the removal of snags and obstructions was deemed sufficient improvement. The first work under- taken on the Mississippi was on the upper course of that stream at the Des Moines. In ISGS Congress made an appropriation of $40,000 for the removal of obstructions in the Mississippi Kiver. It had pre- viously set aside $3,352,040 for the snag-boats employed in EXPENDITURES ON HARBORS EACH YEAR. 321 service on the Western waters. This service was not confined to the Mississippi alone, however, but included work on its leading tributaries — the Ohio, Missouri, Red, and Arkansas. About 40 per cent., or $1,340,800, may be counted on as having been expended on the Mississippi below Memphis, which, with the special appropriation of $40,000 in 1868, makes the total for the removal of snags in that river $1,380,- 800 up to 1879. Since 1879 the expenditures on the snag-boats on the Mississippi and Missouri have been $495,349.77. Al- lowing 50 per cent, for the Mississippi, it gives $247,674.88 as the snag expenditures since 1879. In 1878 the river and harbor bill included a number of items for river improvements, mainly at the harbors of the chief towns. Memphis harbor received $ 8,300 Vicksburg 134,000 New Orleans 110,000 The mouth of Eed River 190,000 In 1880 the appropriations were: — Memphis harbor $15,000 Vicksbura: 20,'000 Natchez and Vidalia 40,000 New Orleans 76,000 In 1881, the following: — Memphis 15,000 Vicksburg 75,000 Natchez 50,000 New Orleans 75 OOO The Passes 10,000 The following are the amounts expended on the improve- ment of the Mississippi previous to the creation of the River Commission: — Years. For what expended. Amount. 1871 Gauging '..7..^. $ 5,000 ] 874 Improvement of the alluvial basin • 25,000 1776'-78-'79 Gauging 15,000 1878-'79 Protection of harbor of Memphis 83,000 1878-'79 Protection of harbor of Vicksburg 134^000 1878-'79 Protection of harbor of New Orleans 110,000 1880 Harbor of Memphis 15,000 1880 Harbor of Vicksburg 20,000 1880 Harbor of Natchez and Vidalia 40,000 1880 Harbor of New Orleans 75,000 1881 Harbor of Memphis 15,000 1881 Harbor of Vicksburg 75,000 1881 Harbor of Natchez 50,000 1881 Harbor of New Orleans 75,000 Total Expended on river improvements previous to river , commission, except on passes and removal of snags $737,000 21 322 Gould's history of river navigation. MISSISSIPPI RIVER commission. In the meanwhile in 1879 Congress had passed the bill creating the Mississippi River Commission, of seven members, to suggest a plan for the general improvement of the river and to control and supervise the work done. Under that body the work has since been systematically carried on with much larger appropriations than formerly. The following are the amounts voted by Congress at different times to the improve- ment of the river under the Commission : 1881 $ 1,000.000 1882 4, 123, 000 1 883 1,000,000 1884 2,065,000 1886 1, '(94, 057 Total ^10,477,855 Of this there has been expended for channel work, as dis- tinguished from levees, the following amounts: — Location. Amount. Memphis harbor $ 615,077 Helena reach 8,000 Choctaw reach , 2,68o Repairs to plant 30,000 Greenville harbor 37,500 Vicksburg harbor 197,819 Lake Providence reach 2,415,902 Natchez and Vidalia harbors 8,253 Red and Atchafalaya Rivers 316,717 New Orleans harbor 233,195 Cubit's Gap 137 General service 114,259 Total .^3,979,539 The following is the levee work done in the same district by States : — Tennessee: Lauderdale. Mississippi : Tunica and Coahoma ; Bolivar Riverton ; Bolivar Hughes; Washington and Issequena; Ben Lemond. Arkansas: Mississippi, Long Lake, Philips, 'Possum Fork. Louisiana: East Carroll, Madison, Tensas, and Concordia; general protection of Tensas Basin ; Point Coupee Morganza; general protection Atchafalaya Basin ; Bonnet Carre. The apportionment among the several States was as fol- lows: — Tennessee $ 100,000 Mississippi 624,678 Arkansas 404,561 Louisiana 1,342,810 Total .$2,472,049 Total amount expended by river commission between Mem- phis and Gulf $6,451,588 EARLY RIVER IMPROVEMENT. 323 LOUISIANA AND RIVER IMPROVEMENTS. Among the river States, Louisiana has led by a long •distance in the matter of river improvement. This was due largely to the fact that it was first settled, and was most de- pendent upon keeping open its water-courses. The settlements in Louisiana were almost altogether upon the streams. To secure, therefore, communication with markets, it was necessary to keep the interior rivers and ba^^ous free from ^snao•s and other obstructions. Louisiana, in consequence, expended more upon its levees and river improvements than all the other lower Mississippi States. There were some improvements attempted under the French and Spanish governments, especially at the passes, as already narrated. In 1814 the dike across Bayou Manchac was constructed to cut off that outlet. In the early days of the State a large amount of work was done, but mainly by private individuals, the steamboat men and keel-boat men. The Mississippi and all its tributaries were at that time filled with logs and snag-s, and navigation Tendered dangerous thereby. These obstructions the steam- boat men gradually removed themselves, opening most of the -streams. There are, of course, no figures attainable of the cost of this work. If, however, the work done in the way of removing the rafts, logs, and snags be estimated on the basis of that subsequently undertaken by the State boards of works .and State engineers the expense of river improvement between 1800 and 1815 was from $12,000 to $15,000 a year; and from 1815 (when the steamboats began running) until 1833 from $25,000 to $30,000, or $490,000 for the whole period. This, Jiowever, is merely an estimate of its cost based on the work subsequently done by the State. After 1833 the statistics are reliable and authentic as the board of public works and the various other boards carrying on the interior improvements upon which the State had entered, were required each year to present full itemized re- ports to the legislature. These reports give the various works under way and their cost. The great aim of the State gov- ernment at that time was to give all portions of Louisiana a route to market, which was done partly by the improvement of the interior water-ways and partly by means of public roads. In 1833 the legislature of Louisiana organized the board of public works, for the improvement of the State and particularly for cleaning out the streams, removal of snags and logs and -other obstructions. The first work undertaken was the re- 324 Gould's history of river navigation. moval of the rafts obstructing the Atchafalaya and Grand Rivers, and Bayou Sorrel, in order to open the navigation through these streams to the Attakapas. WORK AT MOUTH Or RED RIVER. It became, at the same time, necessary to improve the mouth of Red River and the connection between that stream and the iMississippi, which had been injuriously affected by the cut-off made near its mouth by Captain Shreve, on behalf of the United States, in 1831. The board worked zealously at these two enterprises, making, however, little progress with them, and fifteen years afterwards, complaint was still made about the raft in the Atchafalaya and its obstruction to navigation. The opening of that stream moreover had an unfavorable effect on the mouth of Red River. When the raft was partly broken and removed the increased current velocity of the Atchafalaya soon washed out the light deposits in the channel, and it was thus able to carry off a large volume of the Red River and divert that stream from the Mississippi. The board of public works had complete charge of all the public improvements going on in the State, the income being derived from the public improvement fund, obtained from, the sale of lands granted Louisiana for its internal improve- ment. The work done was confined mainly to river improve- ment, the removal of rafts, dredging of the streams to give them greater depth, and construction of canals to give inter- course between navigable rivers. The board had three boats in the field, with crews of sixty men, and occasionally chartered other vessels. The operations for the year 1840 show work done on the Atchafalaya and Bayou Plaquemines, on Ba3'ous Bonfouca, Packet, Manchac Pass, which was opened; Bayou. Plaquemines opened to the iMississippi, where works were con- structed to prevent the logs from drifting and causing the- Atchafalaya raft; on Bayou Boeuf, opened to Prairie Jefferson ; Tensas, to Bayou Roundaway; JNIacon, throughout Bayous Bartholomew, Des Glaizes, and Courtableau. The United States had undertaken the removal of the obstruction in the navigation of the Red River, near Alexandria, known as the " Rapids," or Falls. Loiusiaua also made an appropriation for this purpose, and an arrangement was made with the United States contractor to cany on the improvements under the State specifications for slightly Jess than the legislature had appropriated for this purpose. The work was done mainly with slaves owned by the board of works. A few convicts were employed, but were not found DAMAGE DONE BY THE CUT-OFFS. 325 satisfactory. The expense for labor, therefore, was small. The total expenditures for the year were $54,895.54. Of this, $5,000 was expended to Bayou Courtableau under a special appropriation of the legislature. All but $1,017 was expended on the Mississippi or tributary streams. The cost of the works at the junction of Bayou Plaquemines and the Mississippi to prevent the deflection of logs was $2,080. The floating boom proved to be of only temparary benefit and the State found it necessary each year to remove the logs gathered at the mouth of the bayou and to make changes and additions to the boom. In 1846 the State had at work three boats and 114 men. It purchased that year a snag-boat and a dredging machine. The total expenditure, aside from work on the levees, that is the amount spent for the direct improvement of streams, the dredging of channels and removal of snags, $62,(368. It ranged from $50,000 to $85,000 a year for the next ten years. The Slate board of works continued actively on river im- provement until the war broke out, with from three to six boats and from 50 to 150 men, most of them slaves, the prin- cipal work being done in Bayous Tensas, Grosse Tete, Court- ableau, Macon, and the Mississippi, Red, Grand, and Atchafa- laya Rivers. In 1847, under a special act of the legislature, a contract was made by the State with a Mr. Hoard to cut a canal across the Raccourci Bend, and thus cause a cut-off in the Mississippi River at that point. At that time great con- fidence was felt in cut-offs, and it was proposed in this way to straighten the river and reduce its length, and thus do away with levees. And as ('aptain Shreve had made his cut-off near the mouth of Red River for the United States so Mr. Hoard developed Raccourci Cut-off in the immediate neighbor- hood for the State of Louisiana. The work was done in defiance of the advice of the State engineer and cost $12,000. It consisted simply of a canal cut across the head of the Rac- courci isthmus, through which the river poured, and in a very short time found its way, leaving its old bed a lake. It is now admitted that Louisiana made a g-rave mistake here. Instead of lowering the level of the river, as expected, it raised it, and the parish of Pointe Coupee below has suffered severely in consequence of these cut-offs, and has been com- pelled to raise its levees several feet until they are now the highest in Louisiana. Another effect of this work was to close up Old River, the coimection between the Red and the Mississippi. This followed immediately after the making of Raccourci Cut-off, and in consequence of it and the removal of the raft in the Atchafalaya. 326 Gould's history of river navigation. SWAMP LANDS DONATED BY THE GOVERNMENT. The unsettled condition of a large portion of Louisiana and' the immense number of logs and snags floating down the Mis- sissippi from the new settlements being made above rendered it absolutely necessary to keep up this work of improvement. Thus, we find that the raft in the Atchafalaya and Grand Rivers and at the junction of Baj^ou Plaquemines and the Mississippi re-formed each year and had to be removed. Al- though the work of improvement was under the control of the State board of works and the State engineer, it was really directed by the legislature, which provided that such and such Btreams should be improved or cleaned, in much the same manner as Congress directs the United States engineers to- day. The legislature passed, for instance, in the six years between 1847 and 1853, no less than 132 different acts in re- gard to river improvement and affecting the State engineer and board of w'orks, and providing for the cleaning out and improvement of streams aggregating over 5,000 miles in length. In 1852 commissioners were appointed and money appropri- ated by the legislature for the removal of the falls in lied River. The work was let out, but nothing was accomplished nor did a second appropriation bring any permanent good, and the reports declared a lock absolutely necessary there. [The falls have since been removed by the United States.] The donations made by the United States to the State of Louisiana in 1841) of all the swamp lands within its limits, to be used for the redemption of these lands, led to a great activity in levee building and in the improvement of the streams. The State was divided into four districts, in each of which was a commission in charge of the management of the swamp lands and of the various improvements going on there. The work undertaken was of a colossal character, and inckided the building of levees, the digging of canals, drain- age of the swamp lands, and improvement of the streams. Most of the works undertaken were ordered by the legislature. Some idea of the magnitude of these operations may be arrived at by the fact in a single district, the second, in one year, appropriations aggregating $352,500 were made out of this swamp fund. It is true that the works cost less than the appropriations and that there was a handsome balance left to the credit of the fund, but the activity shown in public im- provements may be imagined from this total. The bulk of the work done, however, was the building of levees and the RUNAWAY SLAVES EMPLOYED ON IMPROVEMENTS. 327 digging of canals, not so much for the improvement of navi- gation as for the redemption of the swamp land by properly draining it. The work of river improvement by the State continued actively through all this period. In 1854, notwithstanding what had been already done in the improvement of the Atchafalaya, the legislature found it nec- essary to let the work of cleaning out that stream by contract, the price paid being $15,000. In 1855 Louisiana undertook the improvement of the Ouachita, expending for that purpose $8,935, without secur- ing any benefit therefrom beyond a survey of the river. The special report on this subject calls attention to the increased danger of obstruction at the mouth of Red River, which en- titled it, the report declared, to the constant service of a dredge boat at each high water, " since it is justly apprehended that at any season when the Red River shall have no rise subse- quent to a rise in the Mississippi, the channel into it will most probably be barred up." A timely warning this, for no other point on the Mississippi has given more trouble to the United States and Louisiana engineers than this. in 1856 the State force at work included three snag-boats, two dredge-boats, and 95 slaves. The State engineers were also allowed to use, for the space of a year, all the runaway slaves in the Baton Rouge depot. The work to which this force was principally devoted was the cleaning out and im- provement of the Atchafalaya, the removal of the falls in Red River opposite Alexandria, and keepmg open the mouth of Red River where it joins the Mississippi. Innumerable plans were suggested for these several improvements, dams, locks, etc. In 1859 the State appropriated $35,000 for Old River and the mouth of Red River, which had by this time become a chronic nuisance. Frequent appropriations had been made for this work — indeed, scarcely a»year passed without it having^ been attended to and dredged ; but the river was kept open in this way only a short time, and each report closes with the statement that the improvement secured was only temporary. On this point and the Atchafalaya, the bulk of the State river improvement fund was expended. In 1860 the State finally came to the conclusion that the only way by which the connec- tion could be maintained between the Red and the Mississippi was by constructing a dam or sill over the mouth of the Atcha- falaya where it joins Old River — the plan proposed by the Mississippi River Commission to-day. This work was ordered by an act of the legislature in 1860, but interrupted by the 328 Gould's history of river navigation. war. The cost was estimated at $990,000. Another plan proposed at the time was the closing of Bayou Plaquemines (since done) and its connection with the Mississippi by way of locks (reported on favoraly by the United States engineers) the cost of which was estimated at $22(),000. In 18(!0 the appropriation required for the execution of the several works, based upon the surveys called for under spec- ial acts of the legislature or under general order from the board of public works amounted to $1,288,765. Acts were passed by the legislature approving nearly all these sc'.iemes of improvement, and there is little reason to doubt that they would have been undertaken had not the war called a halt. None of them, however, were even begun ; and during the few mouths intervening before the declaration of hostilities, the board of work confined its attention wholly to levees. It is difficult to arrive at the amount expended by the State of Louisiana during this period for improvement. The appro- priations of the legislature are far above the actual amount expended, running up some years to $500,000 and $600,000. The expenditures of the State board of works. State engineers, and the commissioners of the four swamp-lands districts were for the improvement of navigation, of drainage, for the open- ing of rivers, removal of snags, construction of levees and canals, and even of roads, and these are always very much mixed up with each other. It is possible, however, to disen- tangle them, but only by going over the expenditures item by item. The work was done mainly by negro slaves, the cost of whom was an important item, the slaves used for the dredg- ing and snagging boats having cost the board of works no less than $275,500. In each report there is a demand for more slaves, and a request made that the State vote $250,000 for the })urchase of extra negroes for this work. The engineer estimated in his report that the work could be done by slave labor at half the cost of free \j'hites. In the following tables below, therefore, the estimates of the actual value of the im- provements ought to bedoulded — that is the work done is twice as much as the money value represents. In this cost is imiliided the negro slaves })urchased, as well as the dredge and snag- boats, lumber, and other expenses. These and the salaries of the State engineers and the actual cost of subsistence of the slaves employed on government work were the sole expenses, for there were no wages paid to hands. For a short period, the negro prisoners in the penitentiary were used in the State improvement works, but they were not found satis- factory. Later, the runaway slaves impounded at Baton EXPENDED DIFFERENT YEARS FROM 1833 TO 1861. 329 IxougG were required to labor twelve months on the ojovern- ment works before they were sold. The following shows the amount expended by the State of Louisiana, or its districts for divisions, for the improvement of the navigation of the Mississippi and its immediate tribu- taries, aside from the amounts expended for levees, dikes, etc., and represents the expenditures for dredging the stream, re- moving rafts, logs, sawyers, and snags, for booms, dams, and other constructions to regulate the outpour of the river, for cleaning outlets, and in general for all works intended directly and immediately for the improvement of the navigation of the Mississippi and its tributaries, not inckiding any amount ex- pended for levees, for the protection of land from overflow, or for any other drainage purposes. EXPENDITURES FOR RIVER IMPROVEMENT BY LOUISIANA. 1833 to 1840 $445,724 1840 to 1845 302,120 1845 to 1850 317,472 1850 to 1855 212,264 1855 to 1861 377,120 Total $1,654,700 The amount expended during this period for river improve- ments by the parishes and private individuals was small, as the State boats went from stream to stream, clearing away all obstructions. Only an estimate can be made of these expenses, as about $(30,00(j, or a little more than $2,000 a year. There has, indeed, been scarcely a year when the steamboats have not done something towards river improvement, and they estimate their expenditures or time for this purpose, even to- day, when the Federal Government has taken charge of the rivers at $5,000 annually. The war that followed interrupted all State work except a little leveeinii here and there. Nothino; was done towards the improvement of the Mississippi and its tributaries; indeed, the aim was rather to close the streams and render them inac- cessible to the Federal gunboats than to keep them o()en. In 1865, immediately after peace came, an important work was undertaken by the parish of Iberville and the planters of the immediate neighborhood in the closing of Bayou Plaque- mines. This had alwaj'^s been a troublesome point on the Mississippi, and as early as 1840 the State engineers had taken it in charge, for here the logs drifted from the Mississippi, interfering with its navigation and tilling up the Atchafalaya with a raft. The river showed, moreover, a disposition to cut in here, and it was deemed necessary both in the interest 330 Gould's history of river navigation. of its navigation and the protection of the interior country, to> close this navigable stream. An attempt was made by the State engineers some eight years later to reopen it, but they were forcibly driven from the field by the people of Iberville. A survey has since been made by the United States engi- neers looking to the reopening of the bayou with a lock. A NEW POLICY. With peace, the State did not return to the river improve- ment works it had on hand when the war broke out. Both the levee board and the board of public works (recreated in 18G8) confined themselves almost wholly to levees. The United States had fully undertaken the work of removing the snags and obstructions which had previously constituted so large an element of the work done by the State in improving the navigation of the Mississippi and its tributaries. The only river iujprovements in which Louisiana interested itself were at the head of the Atchafalaya, at Old River, giving the Red entrance to the Mississippi and the Red River Falls. For Old River an appropriation of $64,000 was made in 1869, but the contract became involved in litigation and another contract was subsequently made. In 1869 the improvement of the navigation of the Teche was begun with a series of dams and locks, but after the expenditure of a large sum it was aban- doned in toio. An attempt was also made to cause a new cut- off in the Mississippi at Waterproof, but without success. The recognition by the Federal Government about this time of the importance and duty of interior river improvement and the appropriations for the chief rivers of Louisiana, in the river. and harbor bill, did away with the State work. The only State river improvement or expenditures since have been the construction of a dam across Ton'es Bayou in Red River, which work was afterwards, taken up by the Federal Govern- ment, and the improvement of Old River, connecting the Mis- sissippi, Red, and Atchafalaya. The last work undertaken by Louisiana was in 1877. Dissatisfied with Avhat the Federal Government had done at the mouth of the Red River, and in deference to the requests of the steamboat people who found themselves cut off irom the Red, Ouachita and other slr.'ams, the legislature voted $20,000 for the improvement of naviga- tion at Old River. Ihe work was undertaken by the State engineers, assistance being given by the steamboats engaged in the Red River trade ; and at the expense of $7,220, the river was opened to navigation. Since then, the State has done nothing save in the work of TABLE GIVING ESTIMATES FOR THIS CENTURY. 331 leveeing and draining. A considerable amount, however, has been expended by private citizens, principally by the steam- boat men, to improve the navigation of the Red at Old River and the Falls at Little Devil's Bar, on the Courtableau, a trib- tary of the Atchafalaya. This cost, however, has been mainly in labor in the use of boats and men rather than in materials, audit is somewhat difficult to estimate it exactly. It can only be done on the basis of time consumed and men employed on the work. The expenditures from 1865 to 1887 for river im- provement other than levees, has been $168,220 for the State and $115,500 for the parishes, planters, citizens, and steam- boatmen, or a total of $283,720. During the greater portion of this period, the work of river improvement, snagging the river, was carried on by the United States engineers, and the State thus relieved from all except levee work. The following table gives the amounts expended by the State or Territory of Louisiana in the improvement of its streams during the present century. It is restricted entirely to the improvements made for purpose of navigation, and in- cludes none of the numerous works undertaken for drainage purposes, or for the protection of land from overflow or the redemption of swamp lands; and it is further restricted to the Mississippi and its immediate tributaries, which more or less affect it — the connection between the Red and " the Father of Waters," and the Atchafalaya, which plays so important a part in the improvement of the Mississippi: — Estimated work done mainly by private individuals, steamboats, flit and keel-boats, with some assistance from the planters, 1803 to 1833 $490,000 W^ork done mainly by State and districts under boards of public works, engineers, etc., 1833 to 1861 1,714,700 Work done by State, pirishes, and private individuals, mainly steamboatmen, 18G1 to 1888 287,220 Total $2,491,920 As near as it can be divided these expenditures were: — By State $1,826,235 By parishes, towns, and districts 205,285 By private individuals, companies, steamboats and others 460,400 Total $ 2,491,920 The five chief items in this total were: — Dredging the mouth of the Mississippi. Dredging and improving the connection of the Red and Mississippi, and the Atchafalaya. Removing the Plaquemines and Atchafalaya raft, a workoa which the State was engaged for nearly twenty years. Removing snags and obstructions. 332 Gould's history of river navigation. It is safe to say that three-fourths of this sum went for the specific purposes. APPROPRIATIONS BY THE SPANISH AND FRENCH. There are no records wliatever of the expenditures for river improvement previous to the American dominion, ahhough ^several references are made in the history of Louisiana to work done, particuLarly at the mouth of the river. Judging by the experience in later years, it would be safe to put the expense of the work at the passes under the Spanish and French Governments at $200,000. Of the other improve- ments, such as clearing away snags, there are no records what- ever. The other two lower river States have done little in the way of river improvement as compared with Louisiana. They were both settled many years afterwards, at a time when the Government recognized its obligation in the matter of the re- moval of snags. The State of Mississippi co-operated to a certain extent with Louisiana in the improvement of certain streams in which they were jointly interested, notably the Mis- sissippi and the Pearl. Some work was done in tlie matter of snagging, but this was mainly by private individuals, by the planters and steamboat men. Latterly, the town of Green- ville has expended large sums for the purpose or holding the river bank there, a matter of equal importance to the town and to the maintenance of the river and the improvements of its channel. The Mississippi has been eating away the banks at Greenville for some time, destro^nng the front of the town. For over ten years the constant caving has destroyed the per- manent value of real estate, 1,200 feet of valuable property having been swallowed up by the river. The Mississippi River Commission appropriated $37,500 to hold the bank at Green- ville, legarding that as essential to the plan of river improve- ment it is carrying on. The appropriation was supplemented by the people of Greenville, who contributed $50,000 towards the work in the way of bonds. A survey was made and work begun in September, 1887." COST OF REPAIRS. The total sum expended by the General Government from March 4, 1789, to June 30, 1886 (a period of ninety-seven years), in the improvement of the Mississippi and its forty- four naviijable tributaries, was in round numbers about $51,000,000. The expenditures by rivers, com[)iled and re-arranged from EXPENDED ON DIFFERENT RIVERS. 333 the official reports of the Treasury Department, are as follows: — Name. Amount. Mississippi $29, 785, 6(!6 Ohio 5,048,348 Missouri 2,8t)6,9()5 Teunesssee 2,816,45(> Kanawlia 1,749,000 Red 1,443,793 Illinois 1,161,000 Cumberland 722,479 Kentucky 709,998 Wabash 487,500 Arkansas 420,07(5 Monongahela 303,600 Ouachita 290,000 Osage 189,994: CONSTRUCTION BY NATURE. The next important consideration in a transportation line is the cost of construction. Railway stockholders expect divi- dends, and if their roads be extravagantly built the burden is soon shifted to the shoulders of the producer and consumer along the wa\' in the shape of excessive rates. Even if rightly located and cheaply built, railroads represent enormous capi- tal when contrasted with rivers made by nature at no expense to the people. The 16,090 miles of navigable water-ways which constitute the commercial part of the Mississippi River S3'stem were con- structed and presented by nature at no cost to the people. But they are just as valuable as if artificially built. They are the nation's property, and should, like its military roads, its custom-houses, post-offices, and other property, be kept in re- pair. Congress is the board of management for this purpose, and should, in guarding the people's transportation property, exercise the same skill and observe the same laws of economy as railway directors who are chosen to manage the railway lines owned by individual stockholders. COMMERCIAL VALUE. There were, during the census year 1880, 87,782 miles of railways in operation in the United States, built at a total cost, for construction, of $4,112,367,176 or an average of $46,848 per mile. Now, in view of the facts and figures showing the superior and economical location of the Mississippi and its navigable tributaries, their wonderful commercial capacity, their facili- 334 Gould's history of kivkk navigation. ties for cheap transportation, the enormous annual products of the twenty-one States and Territories intersected, and the colossal proportions of their internal commerce, it may not be unreasonable to estimate their actual commercial value as follows : — money value oi' western rivers. The Lower Mississippi, from St. Louis to the Gulf, at $468,480 per mile, or ten times the average cost per mile of the railways of the United States. The Upper Mississippi, from St. Louis to St. Anthony's Falls, at $327, 9o() per mile, or seven times that of the average railway. The Ohio, from its mou.th to Pittsburgh, the Missouri, from its mouth to Sioux City, the Red River, from its mouth to Shreveport, and the Cumberland, from its mouth to Nashville, at $'234,240 per mile, or live times that of the average railway. The remaining navigable tributaries of the Mississippi at $46,848 per mile, or the same as that of the average railway. We have then a total valuation as follows : — The Lower Mississippi, from St. Louis to the Gulf (1,S52 mikvs) ^633,887,664 The Upper Mississsippi, from St. Louis to St. Autliony's Ealls (800 miles) 265,300,224 The Ohio, from its mouth to Pittsbursh (1,021 miles) 23'.>, 150,040 The Missouri, from its mouth to Sioux City (1,019 miles)... 238,600,560 The Ked, from its mouth to Slireveport (456 miles) 106,813,440 The Cumberlaud, from its mouth to Nashville (200 miles).... 48,956,160 The remainiuii uavii>;able tributaries of the Mississippi (10,774 miles) .^ 522,542,592 Total value $2,054,849,680 In other words, the people of the LTnited States have in the Mississippi and its forty-four navigable tributaries, highways of commerce and cheap transportation to the seaboard to the enormous value of $2,000,000,000. This property was a present from nature. The question naturally arises, will they manage it on business principles and keep it in an ade- quate state of repairs ? the levees. " The delta or alluvial lands of the Mississippi are subject to overflow unless protected by dikes or levees, the name originally given to these embankments of earth by the French or Creole settlers of Louisiana. This delta includes portions of seven States — Illinois, Missouri, Kentucky, Tennessee, Ar- feWAMl' LAMJ8 IN DIFFEKENT 8TATE8. 335 tansas, Mississippi, and Louisiana. It is calciilat«;d by the Mississippi River Commission to contain 29,790 square miles or 19,065,600 acrea, as follows: — LComplied from the Alluvial Map of the Mississippi River Commission.] Basin. State ^Ss! ^^'■*''*- St. Francis Basin and Mississippi River front Illinois 65 41,000 Missouri 2,874 l,8a'J,y»;0 Kentucky 125 80,000 Tennessee 426 272,640 Arkansas 3,216 2,058,240 do 956 611,840 White and Arkansas fronts Tennessee 27 17.280 Yazoo basin Mississippi 6,621 4,237,440 Arkansas 480 307,200 Macon, Boeuf, and Tensas basins. ... Missii-sippi 305 195,200 Louisiana 4,475 2,864,000 Atchafalaya basin do 6,195 3,964,800 Pontchartrain basin do 2,001 1,280,640 JLa Fourche basin do 2,024 1,295,360 Total 29,790 19,065,600 _ BY STATES. „. . Square Acres. ^*"^'' miles. Illinois 65 41,600 Missouri 2,874 1,839,360 Kentucky 1 25 80,000 Tennessee 453 289,920 Arkansas 4,652 2,977,280 Mississippi 6,926 4,432,640 Louisiana 14,695 9,404,800 29,790 19,065,600 " COMPARATIVE EXPENDITURES BY THE GOVERNMENT. To those who charge the government with too lavish appro- priations for the improvement of Western water-ways may perhaps Vje enlightened by a recent debate in Congress on the subject of appropriations. In discussing the Union Pacific Railroad indebtedness Mr. Edmunds of the Senate said : — Mr. Edmunds. No, that is principal and interest down to the 1st of July, 188-5. There is twelve years of interest yet on $33,000,000, which would be, at 6 per cent., 72 per cent. 336 Gould's history of river navigation. on $33,000,000, which, in round numbers, is three-quarters^ of that, wliich woukl be about $24,000,000 more, which added to your $68,000,000, leaving off the odd hundred thousands, would make $92,000,000, that within ten years from this date will be due to the United States from this corporation for actual cash that the United States will have paid out. Now, what else did it get? Let us see. The land question is stated in the same report. The net proceeds of land sales, after deducting all expenses of management, commission, &c., to December" 31, 1884, were $25,668,80est exposition of the several modes pro- posed for river improvement possible under the circumstances. It will be sufficient to say before j^tresenting these extracts that the main conclusions of this expert engineer have been gen- erally approved by the General Government, and some of them — notably in the case of the Davis Island dam — carried into practical operation. Colonel Roberts says : — " Former reports to the Department made .some years ago by different topographical engineers, and later reports made by myself, concur in the opinion that the system heretofore adopted to improve the navigation by means of riprap stone wing-dams concentrating and guiding the water into compara- tively confined channels, although beneficial and useful, especially to the low-water navigation, does, not meet the requirements understood as belonging to the radical improve- ment of the whole river. The present low-water system, it is true, does not involve a large expenditure of money. It does good and helps the navigation to a certain extent, at a small cost, and it can be effected in a short time, much of it in one or two favorable working seasons. But when finished, although it will be productive of public benefit njore than com- mensurate with the outlay required, it will be no more than an amelioration of the present difijculty. All that has been promised or hoped for under this system, without the aid of artificial reservoirs, has been an increase of 12 to 18 inches in the depth of the low-water channels, making about 2i feet where there was only 12 to IS inches in the natural river. It is important to effect even this, and the whole amount of money required for this purpose is comparatively insignificant. But the public now using and interested in the navigation of this river is a much grreater and more influential and more national body than the public that was concerned in it twenty- five years ago; and such improvements as were then satisfac- tory are now believed to be inadequate, even for the present river business, and not at all such as ought to be established in view of its future augmentation. Hence the question of its OHIO KIVER IMPROVEMENTS. 347' radical improvement is much more important now than it was a quarter of a century ago. The present interests involved are manifold greater, and it is quite obvious that nothing is likely to occur to prevent or seriously retard their future fur- ther rapid development and extension. So that if there are now six hundred millions of dollars' value of river commerce, as compared with tifty millions of former times, a few years only in the national life will elapse till there may be a thou- sand millions in place of the six hundred millions of value at the present time. The permanent improvement of a natural channel of commerce of such vast present and future impor- tance may well command the careful study and attention nOt only of the Engineer Department, but of Congress and of the whole country. Plans which years ago may have appeared gigantic or disproportioned to the extent of the trade then in- terested may now be regarded as no more than appropriate to the magnitude of the new commercial necessities of the river. Yet, forty years ago, in the infancy of the internal- improvement system in the great States of Pennsylvania and New York, these single States did not hesitate to invest over $60,000,000 for State public improvements, and this exi)endi- ture has been abundantly repaid in the consequent develop- ment not only of the resources of those States but of the resources of the great West. For unquestionablj^ it was largely, indeed principally, owing to the construction of the great canal and railroad thoroughfares through Pennsylvania and New^ York (afterwards materially aided by the opening of the Baltimore and Ohio Railroad) that the West and North-west became so rapidly settled and developed in such an extraor- dinary manner. The fact, therefore, that it will cost a large- sum to make the Ohio River all that ought to be made of it as a great national commercial artery is not and probably will not be generally considered to be of such vital consequence as in early times. The particular mode of improving it in order to secure the best attainable result is of more real consequence than the cost of effecting such result. It may be conceded and understood in the outset that to accomplish the complete, radical improvement of the Ohio River will require a large ex- penditure. " Of the several plans proposed it is believed that only one would secure the pro{)er depth of navigation at all times with- out aid from artificial supply from reservoirs. The plan of locks and dams, if the works w^ere properly constructed, would, in my opinion, furnish the desired depth at all seasons, with- out any artificial aid from reservoirs. The reasons upoa* 348 Gould's history of river navigation. ■which this opinion is based will appear further on. It is not mentioned here in the way of an argument in favor of that particular plan, but merely as an ascertained fact. The merits and demerits of this plan will be exhibited in this report. " The plan of reservoirs as the sole means of supplying the Ohio River at all times with an additional flow sufficient to in- sure in low-water periods a depth of 5 or even (5 feet origi- nated with Charles Ellet, Jr., Esq., civil engineer, and was very beautifully elaborated by him in various publications, and thirteen years ago its adoption was strongly urged upon the country. His plan contemplated no work upon the river itself, the idea being to accumulate large quantities of water in reservoirs upon the headwaters, or on the main streams above the head of the Ohio, to be drawn off and allowed to flow when needed to maintain the proper depth of the main river. No special surveys were made for the purpose of de- termining the number and locations of the reservoirs contem- plated on this plan. Daily observations had been made through a series of years of the depth of the flow in the chan- nel at Wheeling. From these Mr. Ellet deduced by calcula- tion the theory that enough water falls upon the territory drained above Wheeling, if it were equalized throughout the 3'ear, to make a constant depth of over 7 feet in that channel. He found by calculation the probable quantity of water re- quired to be stored up in reservoirs sufficient to maintain a depth of 6 feet through the low-water periods. He also made some personal examinations along the upper portions of the Alleghany River and obtained considerable information from various sources respecting elevations of ditferent parts of the region in question, all of which enabled him to present his views in very attractive forms, both to the scientific world and to the general public. The practical merits of this plan of reservoirs will be considered in another place in this report, "A third plan for the improvement of the river was pro- posed by Herman Haupt, Esq., civil engineer, in 1855, which consists of a system of longtitudinal mounds and cross-dams so arranged as to make a canal on one side of the river about 200 feet wide, or a greater width, and reducing the flow to nearly an average of, say, about 6 inches per mile between Pittsburgh and Louisville. Thus, instead of a series of nat- ural pools and ripples, which now constitute the general regi- men of the river, this plan would change it, on a width of 200 feet or more, to an equable flow due to the general average declivity of the stream. 'Mr. Haupt's calculations showed that in extreme low- PLANS PROPOSED FOR IMPROVING OHIO RIVER. 34J>' vvater stages there is not water enough flowing naturally to maintain the full required cle})th in such a channel; that some additional supply would be needed from reservoirs; very much, less, however, than the quantity necessary to maintain a sim- ilar depth in the unobstructed river on Mr. Ellet's plan. " A fourth plan has been proposed by Alonzo Livermore, Esq., civil engineer, the principle of which he secured by patent in 1800. It is a combination of daiusand peculiar open chutes through the ddms, arranged so as to retard the flow and lessen the velocity of the water from the U[)per to the lower pool without interfering with the free passage of boats through the chutes ; the chutes being substituted for locks. This may be regarded as another method or substitute for the open canal and dams which had been proposed by Mr. Haupt as a means of saving water on the reservoir plan. For a certain width of chute, say 100 feet, the natural low-water flow on Mr. Liver- more' s plan is deemed sufficient without the aid of artificial reservoirs. " It is proposed to consider each of these four proposed methods of im[)roving the river in the order in which they are already referred to, premising that this order or arrangement has no reference whatever to the respective merits of the different plans, but arises naturally in connection with the periods when the several plans were publicly promulgated. I should further remark heie that although the writer early advocated the idea of the probable future construction of a lock-aud-dam system for the Ohio, while engaged as engineer in constructing the Monongahela steamboat navigation in 1839, he has never been so wedded to that particular mode or to any one plan as to hinder him from presenting all plans in an impartial manner to the consideration of those who, with every wish to know their merits, could not be expected to take the time to examine fully for themselves. So that, in entering now upon a reinvestigation of this subject, I am by no means sure which plan, as a whole, may ultimately be deemed most advantageous. It is due to myself, in connection with so grave a question, to state further that at no time during for- mer examinations into the merits of the different plans did the writer feel warranted in recommending without more in- vestigation the adoption of either of the modes proposed." .^50 Gould's history of kiver navigation. CHAPTER L. THE STEAM WHISTLE. A GOOD deal of controversy has arisen at different peri- ods by tliose claiming to know the invention and first use of the steam whistle. Without pretending to settle the question, the following paragraphs may throw some light on an unimportant matter. — A paper pubh'shed in St. Louis in 1838, called the St. Louis Bulletin makes this claim : — " The steam whistle is an invention of the celebrated Mr. Watt many years ago. A correspondent of the National In- telligencer describes it as he saw it at the Chelsea Water Works as far back as 1820. It was an iron whistle, which, piercing the top of the boiler, descended into it, near to which the water could with safety be evaporated. The moment the water became exhausted below that level the steam would rush up into the whistle and ' pipe all hands ' giving the warning of danger." Captain Wm. H. Fulton, an old river man living at Little Rock, Arkansas, writes to the Marine Journal in 1885 as follows : — " We think we can settle the matter of the first steam whistle ever used on Western and Southern waters beyond the possibility of a dispute. In the spring of 1844, Capt. Abraham Bennett, of Wheeling, West Virginia, J. Stut •Neal, of Indiana, and myself had a boat built at Pittsburgh, which was named. Ee venue. While the boat was beings finished ]Mr. Andrew Fidton, the great bell and brass foundry man, made a trip to Philadelphia on business. On his return he spoke of a great curiosity he had seen there in the way of a steam whistle, which could be screwed on the top of one of the boilers. Mr. Fulton described the whistle in such a man- ner that Mr. Neal, who was an engineer and one of the owners, ordered one to be put on the Revenue. I was to be clerk of the boat and induced the Captain to put into the staterooms rubber life preservers. I now state without fear of contra- diction that the steamer Revenue was the first steamboat on Western waters to use a steam whistle or a life preserver." Captain Joseph Wolff, formerly of Pittsburgh and an old river man, has this to say of the steam whistle: — ** The first steam whistle I ever heard or heard tell of, was AN OLD STEAMBOAT3IAN's VIEWS. 351 on the two-boiler coast packet, Luda, in the year 1843, It was screwed into the top of the boiler, and the first time it ■was used was when she passed the fast Nashville and New Orleans packet, Talleyrand." An old-time steamboat Captain thus expresses his views: — *' The steamer St. Charles, built at Pittsburgh in 1844, for the Nashville and New Orleans trade, was the first boat ever to use a steam whistle. He came from Pittsburgh on the St. Charles and sa3^s Capt. Wolff is slightly mistaken. The boat was commanded by Capt, Mark Sterling, and owned by I. R. Yeatman & Co., of Nashville." THE FIRST CALLIOPE ON A STEAMBOAT. "The first introduction of the musical steam calliope on Southern waters was by the Ohio River steamer Unicorn, a little over thirty years ago. When the ear-splitting music began to play as the boat neared the wharf the people won- dered, and the wonder grew as the airs changed. Up in the city the strains created a decided sensation, and many ran out of their houses, around the next corner expecting to see half a dozen brass bands march along. The farther the curious went the more distant seemed the sound, until at length word was spread that it was a steam calliope on a steamboat, and thousands went to the bluff to listen to it. Afterwards a calliope was put on Spauldiug & Rogers' great show boat, the Floating Palace, and with a skilled musician to play it, together with a system of bell chimes. The peculiar music waked the natives on all the tributaries of the Mississippi as well as on the main river itself, and also on the Alabama and tributaries. The people of the Yazoo and Tallahatchie valleys were first treated to calliope music, in hand-organ style, on board of the steamer Dixie, a small craft built by Capt. S. H. Parisot and the late Capt. M. P. Dent, nearly thirty years ago. The swamps reverberated with the tones of the steam organ for many miles as the boat passed up and down the stream, and the darkies fairly howled with delight as they listened, while the white folks were almost equally excited. The steam whistle was first introduced on boats about 1845, and when the steamer Anthony Wayne ascended the Upper Mississippi and Minnesota Rivers with one a year or two after, a crowd of curious Chippewa Indians went overboard like didappers on the deep side at one of the landings, when the whistle was turned loose. The first boat built exclusively for passengers was the General Pike at Cincinnati, in 1818. The first boat 352 Gould's history of river navigation. to use the steam capstan was the Tennessee River packet Greek Slave in 1846, and the first steam freight hoister was on the bayou Lafourche packet C. D. Jr., built at Louisville. Before that, manual labor was the method. The present sys- tem of swinging stages by steam was introduced a little over twenty years ago, and the first electric light displayed at our wharf, was on the iron steamer Chouteau less than ten years ago." THE FIRST U. 8. MARINE HOSPITAL TAX. fFrom De Bow's Review, 1846.1 By an act of Congress passed in 1798, a permanent fund was provided out of the wages of seamen for hospital pur- poses, to the benefit of which boatmen were afterwards admitted. It has now been eighty-six years since the tax was first im- posed upon seamen and boatmen. The tax has just been removed during the present Congress and the government now assumes the maintenance of this great institution. In connection with the above we will state that some years before the advent of steamboats upon the Western waters, or, as early as 1804, at which time a U. S. Custom-house was established at New Orleans, all barges and keel-boats entering this port were enrolled and hospital dues collected, according to the number of men composing the crews of these barges and keel-boats, also aU sea-going vessels entering this port. 353 CHAPTEE LI. THE WANTON DESTRUCTION OF VESSELS. ^^ IV/T'^ attention has been drawn to this subject hy an -»-Vx article published in one of the city papers. This refers to the steamboat Shanon. One of the principal charges is, that the clerk of the boat foro;ed and uttered bills of lading for a large quantity of cotton which had never been shipped upon the boat. This was done for the purpose of defrauding the underwriters out of a large amount of money in case the boat sunk or was otherwise destroyed. This is one of the highest crimes known in the criminal law of England, punish- able by transportation to the penal colonies for life. I hope for the honorable and good reputation which the steamboutmen of the Mississippi and its tributaries have always borne, that this may not be true so far a^ the Shanon' s officers are concerned. I know of but one instance of this kind in the history of steamboating on the Western waters. This was the burning of the steamer Martha Washington in 1849 or '50. I think some place near Grand Gulf. The steamer Martha Washington was commanded and owned by Capt. John Cummings, running between the ports of Cin- cinnati and New Orleans. A largje amount of the caro;o or the most valuable portion of it was shipped by Kassine & Co., Cincinnati, Ohio. She was burned near Grand Gulf. The hull sunk before the entire cargo was burned. The wreckers took possession shortly after she sunk, and commenced to recover her cargo. They soon found that many of the boxes and packages ship- ped by Kassine & Co. contained only scraps, shavings, etc. Upon this the underwriters arrested Kassine, Capt. Cummings and some others. Kassine was found guilty and sentenced for a long term of years to the penitentiary. Cummings was also tried, and I think on the first trial the jury could not agree. He was still under indictment and would have been tried again, but died, it is said, from the effects of his troubles." The accompanying account of the same transaction as will be observed, locates the burning of the Martha Washington 23 354 Gould's history of river navigation at Island No. 65, instead of *' near Grand Oulf,'^ which is correct. The boat burned near Grand Gulf was the Wash- iiigton, about the same time, hence the conflicting accounts. REMINISCENCES OF CAPT. JNO. CUMMINGS AND THE BURNING OF THE STEAMBOAT MARTHA WASHINGTON, 1852. " The writer knew Capt. Jno. Cummings in 1846, when he brouo;ht the steamboat New Brazil to Red River, and trade! with her between New Orleans and Shreveport. Cummings was a man of splendid physique, handsome and good address, he and his boat were very popular and did a good business. He only remained one season in Red River. In 1847 I went down to the Rio Grande River, Mexico, with a small steamboat from Red River, as purser. The boat was chartered by the U. S. Quartermaster and we transported troops and munitions of war from the mouth to Comai'go. Upon one of these trips I met Capt. Jno. Cummings in Mata- moras and found that he was a partner in a large gambling house, the firm doing business under the name of Cole, Jim McCable & Cummings. Jim McCable was the faro dealer. He had also been a steamboat man upon the Mississippi and tribu- taries. After the close of the Mexican War I did not hear of Captain Cummings until 1 read the following dispatch in the New Orleans Daily Delta, January 16, 1852: — Memphis, January 12, 1852. — The steamer Martha Wash- ington, Captain John Cummings, bound from Cincinnati to New Orleans, was burned at Island No. 65 yesterday morning at half past one o'clock. Several lives were lost and the boat and cargo a total loss. The officers and crew were saved, some of whom were taken on board the Jas. Millenger, and some on the steamer Chas. Hammond. The books and papers were all lost. Sometime after this disaster I saw a notice of the arrest of Captain Cummings and William Kassine, charged with the crime of having burned the Martha Washington for the purpose of fraudulently obtaining a large amount of in- surance on the boat and cargo. The next thing I heard was that the Cincinnati underwriters had sent a diving-bell boat and divers to make an examination and find the evidence of fraud. Shortly after the divers commenced tobringthe cargo to the surface, they found that the boxes marked and shipped by Wm. Kassine as boots and shoes, saddlery and harness, dry goods, etc., contained only old scraps of leather and brick- bats. With all this evideuce of fraud on the part of Kas- DEATH OF CAPTAIN JOHN CUMMINGS. 355 *ine & Co. the court was unable to convict them of the crime of having destroyed the boat purposely. After this trial Captain John Cummings was arrested a second time by the authorities of the State of Arkansas and tried for murder and arson at Helena. This second trial oc- cupied a long time, and Cummings remained in prison for many months. He was finally acquitted, but his long impris- onment destroyed his health and he died shortly after. In the annals of steamboating upon the Mississippi River it has been but seldom that the captain of a steamer has ever been charged with barratry or destroying a steamer for the purpose of obtaining fraudulently money from the under- writers. The Martha "Washington is the only instance I know -of where the boat was destroyed by fire." F. C. F. CHAPTEE LII. IRON STEAM VESSELS. '^''T^HE first iron boat was built on the River Thames in J- 1822. She was 106 feet long, seventeen feet witje, and was propelled by oars worked with steam. She was called the Aaron. The first iron steamer built in this country was the Valley Forge, in 1839. She had four water-tight compartments, and was supposed to be proof against fire or sinking. Nevertheless, she was snagged and sunk in her second or third year. Capt. Jesse Hart owned and commanded the Valley Forge, and, from accounts, in finish she was the J. M. White of her day." It does not appear who wrote the above article on the steam- boat Valley Forge. But the truth of history justifies this correction : The Valley Forge was built at Pittsburgh, Penn- sylvania, by Roberson & Minims, engine builders, and was owned by them, and commanded by Capt. Tom Baldwin. She had a good cabin for that period, but nothing superior. Capt. Jesse Hart probably bought into her at a later date and took command of her. But this boat, nor any of the few that have been built of iron, have succeeded on Western waters as a profitable in- vestment, although there seems no good reason why they should ;not succeed as well as wood if properly built. 356 Gould's history of river navigation. As gunboats, so far as they have been in service, they seeriL to have given satisfaction. Contrary to the above assertion, the Caledonia was built on the Tay, in 1818, to run between Perth and Dundee, and was undoubtedly the Jirst iron steamboat. THE FIRST IRON WAR STEAMER WAS BUILT AT PITTSBURGH,. 1845. '* There is now on the stocks at Pittsburgh an iron forty-four gun steam frigate, about 1,100 tons, to be ship-rigged and propelled on Lieut. Hunter's plan. This will be the largest iron vessel ever built in the United States. 1847. The Alleghany, United States steamer, launched at Pittsburgh, fitted out under the direction of Captain Hunter at Memphis, Tennessee, with that gentleman's newly invented machinery for propelling steam vessels. This vessel is pro- pelled by a submerged horizontal wheel. The Alleghany sailed from Memphis navy yard on June 4th, 1847, under Lieut. Com. Hunter, for New Orleans. Sept., 1847. The Alleghany sailed from New Orleans on a cruise in the Gulf of Mexico. 1849. The United States steamer Alleghany, Commodore Hunter, was off Belem, a suburb of Lisbon, on December 22d. In an interview I had with tlie old Commodore Hunter, yesterday, he informed me that the steamer Alleghany waa still afloat in the waters of the Indian Ocean. April, 1847, during the Mexican war, Lieut. Hunter com- manding the U. S. war steamer Scourge, captured the town of Alvarado upon the Mexican coast. When Commodore Perry with his squadron arrived he found the place already under the American flag. He was greatly incensed against Lieut. Hunter for making the capture, and a court-martial was or- dered. Lieut. Hunter was honorably acquitted. Commo- dore Hunter resigned from the United States Navy on the breaking out of the late war, and held a command in the Con- federate States Navy until the close of the war. He is prob- ably the oldest living officer of the United States Navy. He is now one of the Harbor Masters at this port." THE SECOND IRON STEAMBOAT BUILT FOR THE WESTERN WATERS, 1839. June, 1839. The packet ship Edwina arrived at New Or- leans from Liverpool, England. She brought out in sections an iron steamboat 180 feet long, 28 feet beam, 8 feet depth of IRON STEAMBOAT IN ENGLAND IN 1823. 357 hold, and weighing sixtj'-five tons, intended to plj^ as a packet between Mobile and New Orleans. This steamboat has been sent up the river to Pittsburgh, where she will be put to- gether, receive her engines and return to her station. The name of this boat was the W. W. Fry. She sunk in the Ala- bama Kiver about 1841. — £Jx. Niles^ Register. [Niles' Register, Vol. 25, 1823. J IRON BOAT IN ENGLAND. From a late Liverpool paper: — "The iron steamboat Commerce de Paris sailed last week for Paris." " This boat is 112 feet long and 27 feet wide, including her wheels, which are only half the breadth of the common wheel. They are so placed that she is not in proper trim for going until she is loaded with 100 tons of merchandise. She will then go eight miles an hour, and is capable of carrying 150 tons with very little diminution of speed, as the wheels w'ork equally well, however deep they are in the water." Soon after the great fire in Chicago in 1853, the people of St. Louis thought to avail themselves of that calamity, by in- augurating new enterprises, opening new avenues of trade, of- ferins: new inducements to manufacturers, and in short attempting to regaiu the prestige they had lost, by the greater enterprise of the people of Chicago. Many suggestions were made and many schemes were proposed. By the following communication, which is quoted from the Missouri Republican published at that date, it will be seen the subject of iron steamboats and barges was then just begin- ning to attract attention as being the thing to supersede wooden boats, in the near future, on Western waters. But ■contrary to what then seemed sure to follow experiments in many parts of the country, and especially in Europe, with the exception of a few unimportant contracts, the efforts to intro- duce iron boats on the waters of the Mississippi Valley has proven a failure. The reason of which does not seem so ap- parent. The most probable cause is on account of the greatly increased cost of iron over wood. The few boats that were built did not determine anything positively one way or the other, only that they cost more than double those of wood. Later, a yard for building iron hulls was opened at St. Louis, and quite a number of boats were built for the govern- ment, and seem to have given good satisfaction. But soon alter the establishment of this yard, it be- 358 Gould's history of river navigation. came apparent that the days of the present S3^stem of steam- boating were numbered, and no one had the nerve, if they had the means, to make experiments or to build expensive boats. The falling off in the demand for wooden boats created great competition in those yards, and those that wanted a boat built, could get it at almost any price. This had much to do in preventing the use of iron un- doubtedly, as well as closing up many boat yards. The mania that prevailed about that time for barge trans- portation, filled the rivers with barges, and there was enough built to supply the trade for many years or until they are worn out. Then it is possible, and there seems no good reason why it may not be probable, that barge companies will try the use of iron, or steel, in barges. Contrary to what seemed probable ten or fifteen ^-ears ago, iron or steel steamboats or barges have not been adopted. But had the demand continued for any kind of boats, there is but little doubt iron ones would at least have had a fair trial. IRON steamboat JOHN T. MOORE. In about 1880, Capt. Boardman, of New Orleans, built an iron hull at Cincinnati for a stern-wheel boat for the Red River trade. She had capacity for about six or eight hundred tons and wasa. good boat of her class. So far as her record goes she proved satisfactory in every respect in which the hull was involved. She was called "John T. Moore," and is probably still in use. About that time Capt. Thorwegan, Chouteau, Matfitt and others built the " Charles P. Chouteau" out of an iron hull that had been used before. She had a stern wheel and was one of the largest cotton carriers on the Mississippi. Her record is not conclusive as to the practicability of sub- stituting iron for wood on Western waters. The preponderance of opinion l)y those whose observation entitles them to consideration, seems to be adverse to iron hulls on shallow streams where hidden obstructions are liable to be encountered. At the present time, 1889, there is no iron boat yards in the West, and but little use for any other kind. BUILDING IRON STEAMBOATS. " 1853. Editoi' Republican: While our merchants, business men IKON BOAT YARD AT ST. LOUIS. 359 51 nd property holders are diseussing how they shall best avail themselves of the present opportunity of securing the trade driven from Chicago by the recent calamity there, allow me to suggest that there are other and quite as legitimate enter- prises that demand consideration at their hands. And among them I would name that of a yard to ])uild iron steamboats. A yard with the proper facilities for that purpose can not be established for less than half a million of dollars. This would of course include all the necessary machinery for doing work with promptness and economy, and without such facili- ties, it would be useless to attempt to build iron steam- boats. The increased cost of building such boats over that of wood is the only ol)jection that can be urged against their intro- duction. But with the proper facilities there is no reason why they can not be built nearly as cheap here as at Wil- mington, Philadelphia, or even on the Clyde. But without some material aid from the city or individuals, a yard of this kind will hardly be located here. As I under- stand there is a company already formed, who are looking about for the most favorable location to establish such a yard, there is no good reason why St. Louis should not have the benefit of it if our citizens show the proper spirit, and extend to the enterprise that degree of liberality it is entitled to, and which is already proffered from other points. The jrreat efforts that are being made to extend our trade and commerce in every direction is all very well and neces- sary ; so, too, with the aid extended to railroads and other public enterprises. But here is a proposition to establish upon a permanent basis an enterprise that will do more to encourage manufacturers, and build up the city than all the increased trade that can be secured in consequence of the great Chicago fire. Is there public spirit and liberality enough in our commu- nity to grasp this thing before the cities on the Ohio supersede us, and compel us to go there for oui^ iron boats, as we have done for the last 40 years, for most of those built of wood. Statistics would probably show that the citizens of St. Louis have paid ten millions of dollars to other ports for building their boats in the last 40 years, giving employment to thousands of mechanics, merchants, etc. And the reason for that, has principally been, that we have not had the build- ing material to build them here. That can no longer be said in connection with iron boats. No one will doubt that we can 3G0 Gould's history of rivek navigation. compete with any other point, in anythino; pertainins; to iron. If we cannot we had butter appeal to our iron men to know the reason why? St. Louis/1853. E. W. Gould. cost of steel boats. The present cost of steel would seem to sugirest that as the coming material for the use of vessels of all kinds, if wood is to be superseded, as it is more ductile and lighter, in addition to its superior strength, while the discrepMucy in cost is much less than a few years since. Among the last regular steamboats built in the West, was one built of steel at Dubuque, on the upper Mississippi, named Cherokee. Why that location was selected does not appear, as it has never been known as a boat-building point, or as offering any peculiar advantages in the wa}^ of material or skillful mechanics. So far as reported, there seems no objection to the material used in this boat. But it has been stated the cost of the hull far exceeded the estimates of the builders and fully confirmed the experience of all others who have figured on iron or steel steamboats. In Europe steel has been largely used in building steam vessels for several years, as well as in America. Whether the obstructions often encountered in river naviga- tion will be found more serious to metal than wood hulls probably yet remains to be tested. It is not one of strength but of elasticity, the possibility of yielding a blow without breaking. licensed officers OF STEAM VESSELS. 1839. The first act of Congress relating to granting licenses to steam vessels and steamboats was passed in 1839. Also an act requiring all engineers, pilots and captains to be licensed. The act reads as follows: All engineers before they shall be allowed to act as such, shall be examined before a board of persons appointed for that purpose. When upon being found qualified shall obtain a certificate to that effect. Also :ill pilots of steamboats shall be examined in like manner, and if found qualified, upon such an examination, shall also obtain a certifi- cate of his qualifications. Also an act prohibiting any person acting as captain or commander of any steamboat until ho shall have served two years in said business. Also requiring every applicant before FIRST PROSECUTION FOR NOT HAVING LICENSE. 361 •examination to bring forward testimonials as to his sober and industrious habits. — Ex. Nile's Register, 1840. Note. — We would like to know if there are any captains, pilots, or engineers living in this city who held one of these ■orifjinal licenses. The first fine imposed upon a Western steamboat for not having a license was in June, 1840. In the United States District Court, sitting at Columbus, Ohio, a judgment has been obtained against the steamboat Warrington, Capt. John Moore, for carrying passengers and freight on the Ohio river without a license. The verdict was for $500, the penalty. — Ex. Hazard's Register, 1840, CHAPTER LIII. , TORNADO IN NATCHEZ, MISS., 1840. UP to this date there is no record of any serious losses to steamboats in this valley from tornados, or cyclones, as they are now more familiarly known. And even since that time there is no record of so great loss of life from that cause as was sustained then, if those on flat- boats laying at the landing are included. In Floyd's "Steamboat Directory," published in Cincin- nati in 1856, the following account is found : — "On the 7th of May, 1840, the city of Natchez was visited by a tornado which occasioned immense destruction of life and property. Several steamboats were destroyed at the wharf and many persons who had embarked on them were drowned. A large number of flat-boats were wrecked and it was supposed 200 boatmen were lost. A heavy tax had been exacted of these trading flat-l)oats at Vicksburg and a large number of them had recently been dropped down to Natchez. So the number was much larger than usual, and at that time it was the great center of flat-boats any way. The steamboat " Hinds " was blown out into the stream and sunk and all passengers and crew except four men were lost. It is not known how many passengers were on the boat. The wreck of the Hinds was afterwards found at Baton Rouge, with 51 dead bodies on board, 48 of which were males and three females. 362 Gould's history of river navigation. The steamboat Prairie had just arrived from St. Louis loaded with lead. Her upper works, down to the deck, were swept off, and the whole of the passengers and crew are sup- posed to have been drowned. The number of passengers is not known, but four ladies at least were seen on board a short time before the disaster. The steaml)oat H. Lawrence and a sloop were in a somewhat sheltered position at the cotton press. They were severely damaged but not sunk. The steam ferry-boat was sunk, and the wharf-boat Mississippian, which was used as a hotel, grocery, etc. Of 120 fiat-boats which lay at the landing all were lost ex- cept four, but many of the men employed on board were saved." The facts in this case were bad enough, but have been doubtless exaggerated by this reporter, whoever he may have been . This writer left Natchez at 3 o'clock on the day of the storm, on the steamer ]\Iaid of Orleans, bound down stream, and had just made the turn going towards Ellis Cliffs^ 15 miles below Natchez, when the cyclone passed up. While we were not within its direct course, the storm was so severe we landed and lay all night near the clifTs. The first that was known of the severity of it was from the appearence of the Prairie, which passed down just after day- light, and before we started. Her upper works were wrecked, chimneys down, pilot house gone, and a part of the hurricane roof. They had rigged up the stumps of the chimne3^s, one of which was about ten feet longer than the other, and the [)il<)t stood out-doors. As the machinery and wheels were not damaged they managed to get her to New Orleans, where she was repaired. I was well acquainted with the captain and most of the officers, and am under the impressif)n there was no one lost on the Prairie instead of everybody as stated above. The steamer Hinds was capsized at the landing and the hull was found several weeks later 150 miles below, or near Baton Rouge. It seems difficnlt to understand how so large a number as 51 dead bodies could have been found in the hold of the boat. But they must have been in the hold if any- where, as it was found bottom-np with the upper works gone. The Hinds was laying at Natchez taking in cargo, and instead of going into the hold the crew would have been more probable to have I'un on shore when the storm struck them ;. so too, with the flat-boats. One hundred is a great man^\. STOKM IN NEW ORLEANS IN 1888. 363- but what there was of them were destroyed, with everything else " under the hill," and two entire >qnares of brick build- ings on top of the hill, and many .-ingle buildings, trees, fences, etc., as well as many lives. The storm seemed to have struck the foot of Natchez Ishmd first, which was then covered with a heavy growth of 3'oung cotton wood, from three to six inches in diameter. They were cut off 8 or 10 feet from the ground as clean and as evenly as could have been done with an ax', and at a little distance resembled a big field of corn, with the fodder just cut, much moi'e than a young forest of cottonwood prostrated. The uniformity with which the whole island was swept was the principal novelty. There has been no storm on the Mississippi so destructive as this one at Natchez in 1840, until the great storm at New Or- leans and vicinity in August, 1888. This one continued for three days with more or less vio- lence, rain falling in torrents most of the time. Several steai^iboats were wrecked, some entirely lost, and 175 loaded coal bo.it? sunk. These belonged principally to the Pittsburgh Southern Coal Co., and were valued at $250,000. Other property to an equ:dly large amount was destroyed and several lives were lost. The new steamboat Teche, Capt. L. T. Belt, was caught in the ^torm some sixty miles above New Orleans, and was for several hours at the mercy of the winds and badly wrecked. Nothing but the fact that she was i)e\v and a very staunch boat saved her and many lives from destruction. CHOLERA AT ST. LOUIS THE GREAT FIRE IN 1849. [From Sketch Book of St. Louis.] THE CHOLERA. "Late in the fall, in 1848, that dreadful scourge — the cholera, made its appearance in our midst and began its work of death. The approach of cold weather stayed in a great measure, the ravages of the disease, although we heard during the winter occasionally of cases. But as the genial smiles of spring began to fall upon the city, the disease de- Iveloped itself in full force, and like the famishing wolf, whose lappetite is whetted by the taste of blood, it was doubly fierce [and unsparing. The general cry was : " Hush up ! Don't alarm the people. 364 Gould's history of river navigation. You will frighten them into the disease. It is all humbug. It is only a slight sickness among deck hands and poor laborers, who eat poor food and live in badly ventilated houses," etc., etc., and so it was determined to ignore and discredit the existence of the disease. But the formidable and insidious malady would not consent to be ignored. All the while it was furtively and gradually disseminating its poison, sowing the seeds of a rich harvest of death — tilling up the wards of the city hospital and thinning the crowds of laborers on the levee. The very small number of our citizens who took the trouble to examine the statistics began to be alarmed, but they were frowned down as panic makers, and the disease — the exist- ence of which was admitted, was pronounced to be ship fever, which threatened only sailors and steamboat men. The disease soon assumed a more bold and formidable appearance, and instead of stalking through lanes and dirty alleys it boldly walked the streets. It was proclaimed in a thousand forms of gloom, sorrow, desolation and death. Funeral processions crowded every street. No vehicles could be seen except doctors' cabs and coaches, passing to and fro from the cemeteries, and hearses, often solitary, making their way to those gloomy destinations. The hum of trade was hushed, the levee was a desert. The streets wont to shine with fashion and beauty, were si- lent. The tombs, the homes of the dead, were the only places where there was life — where crowds assembled, where the incessant ruml)ling of carriages, the trampling of feet, the murmur of voices and the signs of active, stirring life could be seen and heard. Physicians were kept constantly on the move — on visits of many going hither and thither, with no hope of fee or reward, except that which will be awarded them in an after world. Some reeled through the streets like drunken men from sheer fatigue and exhaustion. Many touched not a bed for weeks. To realize the full horror and virulence of the pesti- lence it was necessary to go into the crowded localities of the laboring classes, where the emigrant classes cluster to- gether in filth and without ventilation. Here you would see the dead and the dying, the sick and the convalescent in one and the same bed. Father, mother child, dying in one another's arms. Whole families were swept off in a few hours, with none left to mourn or to procure burial. 23 STEAMBOATS BURNED AT ST. LOUIS. 365 Offensive odors often drew neighbors to witness such re- volting spectacles ! What a terrible disease. Terrible in its insidious character, in its treachery, in the quiet, serpent>-like manner in which it winds itself around its victim, beojiiiles him by its deceptive wiles, cheats him of his senses, and then con- signs to grim death. Not like the plague with its red spot, and maddening fever, its wild delirium, but with guise so de- cejjtive that none fear the danger until it is too late — it marches on ! While the disease was raging at its fiercest, the city was doomed to another horror — the city was burnt — fifteen squares were laid in ashes. The fire commenced on the steamer White Cloud, laying between Wash and Cherry streets. The wind was blowing fiercely on shore, which fact contributed materially to the extent of the marine disaster, and although the lines of all the boats were cut and hauled in, and they shoved out into the current, the burning boat seemed to outstrip them all, with the speed with which she floated down the river, and in perhaps thirty minutes after the fire broke out, twenty-three steamboats had been abandoned to the prey of the flames and a half a million dollars' worth of property had been destroyed. So devastating a fire had never before been known in the United States. It was a scene for a painter; which may not have been pre- served, but which may be pictured by any one having a taste for the wild and the wonderful — the fantastic forms and tracing presented in flaming boats, the island forest, the houses and the hills in the distance on the Illinois shore, the numberless warehouses, and the thousands of persons lining the wharf. Fifteen blocks of houses were burned or seriously damaged, causing the loss of ten million dollars. The fire was finally extinguished by blowing up several houses with powder, but in doino; thsit several lives were lost althouijh great care was taken to give timely warning. The list of sufferers made eight or ten columns in the Missouri Republican. The following are the names of the boats burned: — American Eagle, Cossen, Master; Keokuk and Upper Mississippi packet ; valued at $14,000; total loss; insured at Pittsburgh for $3,500 ; no c:irgo. Alice, Kennett, Master; Missouri river packet; valued at $18,000; total loss; insured for $12,000— $9,000 in city olBges, balance in the E.ist ; cargo valued at $1,000. Alexander Hamilton, Hooper, Master; Missouri river pack- 366 Gould's history of river navigation. et ; valued at $15,000; total loss; insured for $10,500 in Eastern offices; no cargo. Acadia, John Russell, Master ; Illinois river packet; val- ued $4,000 ; total loss; fully insured in Eastern offices ; cargo valued at $1,000. Boreas, Bernard, Master; Missouri river packet; valued at $14,500 ; total loss; insured for $11,500 in this city ; no cargo. Belle Isle, Smith, Master ; New Orleans trade; valued at $10,000 ; total loss ; insured at $8,000 in New Orleans offices; no cargo. Eliza Stewart, H. McKee, Master ; Missouri packet ; val- ued at $9,000 ; insured for near full value. Eudora, Ealer, Master; St. Louis and New Orleans trade; valued at $16,000; total loss ; insured for $10,500 ; no cargo. Edward Bates, Randolph, Master; Keokuk packet ; val- ued at $22,500; insured for $15,000. Frolic (Tow boat), Ringling, Master ; valued at $15,000 ; no insurance. Geu'l Brooke (Tow boat), Ringling, Master; valued at $1,500; no insurance. Kit Carson, Goddin, Master; Missouri river packet; valued at $16,000; insured for $8,000. Mameluke, Smithers, Master; New Orleans and St. Louis trade; valued at $30,000 ; insured for $20,000 ; no cargo. Mandan, Beers, Master; Missouri river; valued at $14,- 000; insured for $10,500; no cargo, Montauk, Morehouse, Master ; upper Mississippi; valued at $16,000 ; insured for $10,000 ; cargo valued at $8,000. Martha, Finch, Master; Missouri river; valued at $10,000; fully insured ; cargo valued at $30,000; also insured. Prairie State, Baldwin, Master ; Illinois river packet ; val- ued at $26,000; insured for $18,000; cargo valued at $3,000. Red VVing, Barger, Master; Upper Mississippi trade ; valued at $6,000 ; no insurance ; cargo valued at $3,000, St. Peters, Ward, Master; Upper Mississippi trade; val- ued at $12,000 ; insured for $9,000 ; no cargo. Sarah, Youn boilers, 24 feet 40 inches. This boat was built i)y Wm. French, Jeffersonville, about the speed of Ben Franklin, but a larger carrier. For low water boats the company built and owned boats suitable for the season named Little Ben, Little Pike, Ben Franklin No. 7, Pike No. 8, etc. In 1840 the United States Mail having been built by Mr. James Wall for the Cincinnati and Maysville trade, which proved rather expensive for the place, was sold to Capt. Strader. In the spring of 1841 she was placed in the trade between Cincinnati and Pittsburg leaving the former city every Monday morning at 11. This was a fast boat, 2 engines, 18 inches 7 feet, Stroke, 3 42-inch, boilers, 22 feet beam, 180 feet long, etc. Carried a great many passengers, some freight, and did very well. The writer was captain, James Summons clerk. The apparent success of this boat during a rather short season (water getting low l)y middle of June), suggested the idea to the steamboat community of making it a tri-weekly line. Linas Logan and P. Wilson Strader bought the '< Mail " for the purpose. William (Bill) Fuller put in the Swiftsure No. 2. In the course of two years more, there were boats for every day. The Messrs. Stoneput in the Monongahela ; Kline- felter, the Hibernia; Capt. Crooks, the Clii)per; Capt, Grace, the Brilliant ; Capt. Dean, the Buckeye State; Capt. K'ountz, the Cincinnati, the Messenger was one of the boats, an*d Pitts- burg, Capt. James McCiew, Alleghany. It was in the 'oO's the great "Wheeling and Louisville'" line was established. At about this time everybody wanted fine large fast boats. The Pennsylvania Central was nearly completed to Pittsburgh and the Baltimore and Ohio Railroad had almost reached Wheel- ing. Steamboatmen nor railroad men had at that time any idea that railroads would be built to run from East to West and North to South, over rivers, through and over mountains, 380 Gould's history of river navigation. and all over the continent. The New York Central ended at Albany and Buffalo. It was supposed the Pennsylvania Central would end at Pittsburgh, and the Baltimore and Ohio at Wheelino;, otherwise the fine large steamers to ply between Wheeling, Louisville and Pittsburgh and Cincinnati would not have been built. They were, however, named as follows, to-Avit: Alvin Adams, David White, Thos. Swan, Baltimore, Falls City, Virginia and City of Wheeling. The early plans in building railroads were to place them so as to con- nect with steamboat routes. EARLY PACKET LINES. The result shows they didn't stop there, and steamboat en- terprise has materially declined. This is quite a digression from the original object. " W^riting something about the Mail Line " I will digress a little more, now I'm about it. It was in the year 1832, Capt. Shrodes, of Pittsburgh, built the largest boat ever constructed on the Western waters. This boat was named Mediterranean. AYas too long and too wide to pass through the locks, drew about 6 feet light, 200 feet long, 31 feet beam, 10 feet hold, 8 42-inch boilers 24 feet long single engine, don't remember the size, passed down the river in February, 1833, never returned as far as Cincinnati. Capt. Shrodes afterwards built other large boats in 1834 and 1836. Three of them large carriers, Corinthian, Moravian, and Peru. Double engines, lock length. As early as 1834 steamboat interest began to increase rapidly, many were built at Pittsburgh. The trade with St. Louis and Upper Missis- sippi country was rapidly becoming of marked importance, and it was not uncommon to see the signs for " St. Louis" on as many as from 5 to 6 boats at the same time at the Cincinnati wharf. There were lines formed. One : " The Pilot's Line," " The Good Intent Line," " The Red Letter Line," and later a line of fast boats called the "Express Line." There were five of them, named as follows : Tiber, Tribune, Susquehanna, Paris, and London owned in Pittsburgh 175 feet long, 21 feet wide, 5 1-2 feet hold 4 42-inch boilers 24 feet long, single engines, disremember the size. I believe another of the same class was in the line, named Glasgow, Capt. Wm. McClain. I will now return to the " Mail Line." The second double engine, Ben Franklin, was built in 1840, made two trips to New Orleans in the winter of 1840-41. After returning to Cin- cinnati in February, 1841, carried General W. H. Harrison to Pittsburg on his way to Washington to take his seat as Presi- dent. This latter boat proving rather large for the Mail trade was placed in the trade between St. Louis and New Orleans in 1842, Capt. Casey ; she was a fast runner, having left New NEW ORGANIZATION OF THE MAIL LINE CO. 381 Orleans for St. Louis three times on reo^ular trips in one month, it was the month of May, 1842. The Ben Franklin No. 6 was built in 1843 and placed in the line. The Pike No. 7 being the boat on the opposite days. Ben Franklin No. 7 and Pike No. 8 being the low water boats. Some time dur- ing the year 1840, Capt. John D. Edmond having resigned his position as commander of the Pike, Capt. John Armstrong was installed as captain of the " Pike side of the Line " and Capt. Chas. P. Bacon, of Louisville, was placed in the office, Alfred Dunning having retired as clerk with Capt. Edmond. Capt. Bacon, in 1843, retired from Mail Line to engage as captain in the trade between New Orleans and Louisville. Capt. Fitzgerald, old " Two and a half and the door slides " was clerk. In all these years John Blair Summons was cap^ tain of the Ben Franklin and J. H. Barker was clerk. James Gorman became interested as owner on the " Pike side of the Line;" also Capt. Armstrong became a stockholder in 1840, each ownino; one-sixth. Messrs. Summons and Barker holdinsf their stock in the "Franklin side," Jacob Strader being owner of one-half of the "Pranklin and two-thirds of the Pikes." The house of " Strader & Gorman," having been establish- ed about the year 1833 for the purpose of carrying on a general produce and commission business, were agents for steam- boats in the New Orleans trade as well as for the mail-boats. Wm. Worsham was their confidential clerk and book-keeper till 1840, at which time Ed. (Major) Tillotson succeeded Mr. Worsham. The old line continued until the year 1847 with- out any change in ownership. When the property changed hands, John B. Summons, Patrick Kogers, Thomas Sherlock, C. G. Pearce, Philip Anschutz, Edward Montgomery and J. H Barker were the purchasers. The Line since has continued being the "United States Mail Line." New owners have been added and old ones have retired from time to time. The business increased, boats were built, some bought. A dailv line at one time during the years before the war. The Com- pany owned and ran a boat every day to St. Louis. Also a tri-weekly line to Memphis. Were interested as stockholders in the "Great Mississippi and Atlantic Steam-ship Co." and previous to the war in the line from Memphis to New Orleans. The names of the boats (some of them ) owned by the com- pany are somewhat familiar to the present generation. Among which were Jacob Strader, Telegraph No. 3, Alvin Adams, Fashion, The Pikes, Ben Franklin, United States, 382 Gould's history of river navigation. Aiiiericii, Telegraphs, Nos. 1 and 2, Northerner, Southerner, Moses McLellan, Superior, Gen. Buell, Major Anderson, Pike No. 9, Lady Franklin, Lady Pike, High Flyer, Gen. Lytle, City of Madison. ONE stockholder 53 YEARS. In May, 1884, the old company sold a majority of stock to the Big Sandy, Portsmouth and Pomeroy Packet Co., withCapt. C. M. Holloway, General Manager, Capt. John Kyle, Presi- dent and Lee R. Keck, Secretary and Treasurer, ot Cincinnati, and Capt. Frank Carter, Superintendent at Louisville. The steamers of the company at this time are the Fleetwood, City of Madison, Gen. Pike, City of Vevay and Minnie Bay. One stockholder (J. H. B.) who become interested as an owner of the Ben Franklin in the year 1836, is novv, in 1888, still one of the owners. Hoping my humble effort may aid you somewhat in your undertaking, I am. Yours !-incerely, (Signed) Jonathan H. Barker. Cincinnati, O., Dec. 28th, 1888. Capt. E. W. Gould, tit. Louis. Mo. — Dear Sir : Yours of the 7th inst. was duly received, but an unusual press of official duties, together with indifferent health, prevented an earlier reply. The following are the principal packet companies, with names of oflScers, as requested, but I regret my inability to give the respective dates of their organization: — MEMPHIS AND CINCINNATI PACKET COMPANY. James D. Parker, President; L. R. Keck, Secretary and Treasurer; R. W. Wise, Superintendent. Steamers — Ohio, DeSoto, Buckeye State, Granite State. CINCINNATI, PORTSMOUTH, BIG SANDY, AND POMEROY PACKET COMPANY. John Kyle, President ; C. M. Holloway, Superintendent ; L. R. Keck, Secretary and Treasurer; D. W. Shedd, General Freight Agent. Steamers — Bostona, Bonanza, Big Sandy, Telegraph, St. Lawrence, Louis A. Sherley. OHIO RIVER PACKET COMPANY. Cincinnati, New Richmond, Moscow and Chilo: David Gibson, President; N. C. Vanderbilt, Secretary. Steamers Tocoma and Lancaster. PACKET COMPANIES CONTINUED. 'dS'd MAYSVILLE AND VANCEBURG PACKET COMPANY. David Gibson, President; Bruce Redden, Secretary; L. Redden, Superintendent. Steamer Handy No. 2. WHEELINC4 AND CINCINNATI PACKET COJIPANY. David Gibson, President; M. F. Noll, Secretary; Chas. Musselman, Superintendent. Steamer Andes. Herewith inclosed please lind P. O. order for my subscrip- tion for a copy of your forthcoming work. Thanking you for the compliment paid me in your letter, which is scarcely warranted, I will close with kind regards and very many good wishes for the success of 3'our worthy undertaking. Sincerely yours, Henry H. Devenney. CHAPTER LV ST. LOUIS AND NEW ORLEANS PACKET COMPANY — '< RAILROAD L!NE," 1858. THIS line comprised a number of the finest steamers on Western waters at the time. They consisted of the fol- lowing boats, viz. : — Imperial, Capt. Gould ; New Falls City, Capt. Montgomery ; Wra. M. Morrison, Capt. Bofinger; City of Memphis, Capt. Kountz ; James E. Woodruff, Capt. Rogers (the Woodruff was the first steamboat that ever published a daily paper on board; it was edited by Capt. G. W. Ford, the clerk); Pennsylvania, Capt. Klinefelter; A. T. Lacy, Capt. Rodney ; New Uncle Sam, Capt. Van Dusen ; J. C. Swan, Capt. Jones ; Alex. Scott, Capt. Switzer. Ten steamers composed the line. They had an arrange- ment with the Illinois Central Railroad at Cairo, and with the Ohio and Mississippi at St. Louis, by which passengers and freight Avere contracted to all points reached by either road or the boats. While this was not a joint stock company, the boats were run in joint interest, and with a regularity heretofore unknown in this trade and at uniform prices for the business they did. 384 Gould's history of river navigation. Many forebodings were expressed as to its success, as it was among the tirst attempts to organize a regular line upon this principle. But few months however elapsed before the line became very popular with the owners of boats, and with the trav- eling public and shippers everywhere. A position in the railroad line, or a " day in the line," as it was termed, was coveted by all who had a boat suitable for the trade, and commanded a large premium when offered for sale, and as high as $1,500 was paid in some instances. But from the unfortunate " unpleasantness" that occurred between the North and the South, in 1861, the " railroad line of boats " promised a success that has not been excelled by any organization in the New Orleans trade since, and fur- nished a character of boats and a service to the public unri- valed before or since that time. While their time was not as fast, their regularity and ac- commodations were as o-ood. ST. LOUIS AND TENNESSEE PACKET CO. Before the close of the war the demand for transportation on the Tennessee river induced the establishment of a packet company between St. Louis and J^hnsonville. Several boats found employment there in transporting government supplies, and a successful business was done for several years under the direction of Capt. Cafferes and other war captains of the time, as there was not a legitimate trade after the government trans- portation ceased, the boats were withdrawn and no regular boats ran there until the present company reopened the trade. In 1881 a company known as the "St. Louis, Cincinnati, Huntington & Pittsburgh Packet Co. Capt. I. M.Williamson, of Cincinnati, acted as superintend- ent at that port, and Capt. W. S. Evens filled the same posi- tion at Pittsburgh. The company had some good boats and they were judiciously managed. But it was soon discovered the distance was too long and the competition with railroads over a much shorter route could not be successfully maintained, and after a few months the boats were withdrawn. ORGANIZATION OF PACKET COMPANIES. 385 ARKANSAS, RED RIVER, OUACHITA AND OTHER PACKET COMPA- NIES WERE FORMED AT ST. LOUIS. Soon after the close of the war the trade of the South drifted towards St. Louis very rapidly, and suggested more and better facilities for transportation. The result was the conibination of the surplus boats that were left idle after the war into oro^anizations, and were styled Arkansas River Packet Co., Red River Packet Co., Ouachita, Tennessee, etc., etc. They were simply associations with an agreement to run under certain prescribed rules, and under the direction of a board of directors and a president. When- ever, from any cause, the owners of a bout wanted to withdraw, they did so. " The Merchants, St. Louis & Arkansas River Packet Co." was organized in 1870. James A. Jackson was elected President; D. P. Rowland, Vice-President; G. D. Appleton, Treasurer; Sylvester, Sec- retary and Superintendent. The company had several light draft boats which ran suc- cessfully a year or two. But low water and the Iron Mountain Railroad soon wore them out, and they were never replaced. The Ouachita River Packet Co. was organized in 1870, with several good boats, owned at St. Louis, among which were the C. H. Durfee, Frank Dozier, master; Mary McDonald, John Greenough, master; Ida Stockdale, J. W. Jacobs, master; Hesper, J. Furgeson, master; C. V. Kountz, I. C. Vanhook,. master; Tempest, D. H. Silver, master. These boats were succeeded by others as they were lost or withdrawn, and it seemed for several years that a permanent trade by the river would be established. But like all other trades with St. Louis, on the tributaries of the Mississippi, it has only been a question of time, and that time has generally expired on the completion of every railroad. A line of boats known as the " Carter Line," was estab- lished in 1869, to run between St. Louis and Red River. But its existence soon terminated, after an unsuccessful career of a few months. A principal difficulty in this case was the great distance with no return car^o. 386 GOULD'S HISTORY OF RIVER NAVIGATION. ATLANTIC AND MISSISSIPPI STEAMSHIP COMPANY AND IT SUCCESSORS. The great demand for transportation after the second year of the Civil War, for moving troops and munitions of Avar hy the government, induced the building of a large number of boats and at fabulous prices. The result was, that at the close of the war, or in 1866, it became a very serious question with the owners, what could be done with them. It was pain- fully evident that the business of the country was so demoral- ized that not half the tonnage then afloat on the Mississippi and Ohio Rivers could be profitably employed^ After various plans had been considered and discussed l)y the large number of owners, a joint stock company was agreed upon and the assessed value of all the boats that were to be included in the organization was to form the capital stock. Three disinterested gentlemen were selected to value the boats. The aggregate value was fabulous — nearly two and a quarter million dollars. It included some twenty boats, many of them the largest and finest then afloat. The company was christened the " Atlantic and Mississippi /Steamship Co.'' John J. Roe was elected first President, and John N. Bofinger, Superintendent ; the principal office was in St. Louis. It had the most extensive agencies and connections of any steamboat company in the world. It had its own system of coupon tickets, which was recognized and good on all railroads in the country. Freight and passengers contracted to and from all points. Its connections at New Orleans with New York by steamships were close, and large quantities of freight from Eastern cities from aU points on the Mississippi River were billed through the line and vice versa. The fii'st fatal mistake was made in the organization, and was probably the cause of its entire failure, within two years., A majority of the best boats owned at St. Louis and in Cin- cinnati and some from other places were selected and appraised, and stock issued agreeably to the valuation, which constituted the capital stock of $2,000,000. Subsequently the company purchased three or four boats which increased the capital stock to $2,240,000 and the number ot boats to about 25, leaving about half that number of boats outside. In this the mistake occurred. feECOND FATAL MISTAKE. 387 These outside boats, while not as new or as valuable as most of those selected, were of large capacity, and when com- bined under an organization, at once presented a formidable competition. Things went on swimmingly for a few months. The officers of the boats were generally selected from among those that had previously been employed by former owners, and were sometimes holders of small blocks of stock. The war was over, and the country full of greenbacks. Everything was inflated, and prices of everything consumed by steamboats were fabulous. People at the North had become extravagant in everthing, and the only cheap commodity in the market was "greenbacks." The result was soon apparent, as many of the steamboats were in commission, manned by crews with but little interest, if any, beyond their salaries, each crew striving to excel the other in the elegance and luxury of their tiibles and in the speed of tlieir boats, with no one to control or check their extravagance. The wide-spreading limits of the company's business ren- dered it impossible tor the executive officers (only two of which were receiving salaries) to do more than to give general supervision, leaving the detail and the result to the judg- ment and the caprice of those in charge of the boats. The result was as may be anticipated. While the company was doinof an immense business, it was being done so extrava- gantly and with so little regard to permanent results, there was no margin for profits. Although the war was now over and the volunteer forces had been returned to their homes, the government had yet a large :t mount of water transportation to be done, extending throughout the Mississippi valley, and advertised for bids to cover several months, and to include all its transportation. The directors of the Atlantic and Mississippi Steamship Co. decided that they had had enough government transportation before the " surrender " and declined to put in a bid. This ivas another fatatmislahe. It left the field open for the organization of another com- pany, which were not slow to avail themselves of it, and having secured the contract from the government all the out- side boats that were suitable and desired to do so, were put into the new organization. The government contiact, although let at lower than the current rate at that time, formed the basis of a cargo in all directions, which gave another company a decided advantage over the A. & M. About this time, or early in 1867, adversity 388 Gould's history of river navigation. seems to have overshadowed the great company. Losses by the explosion of boilers was unprecedented. Several of their finest boats were burned. Three at one time, laying at the wharf at St. Louis. Some were sunk and in less than six months half the boats had disappeared. Many lives had been lost and damages had accrued from various sources. Suits had been commenced for damages in some cases and the stock which twelve months previous had been sold at par, was a drug in the market at any price. Debts were pressing, directors were indorsing paper to raise money and the boats making nothing. At length an assessment was made on the stockholders to pay otf the indebtedness. A large portion of the stockholders responded. Some did not, thinking it was too late to save the " sinking ship." They were Avise. While a large sum was realized from the assessment, it only tided over the chasm that had been widening since the organization. It however enabled the com- pany to liquidate its indebtedness to all except the stockhold- ers. Later on they were relieved for their indorsements by the sale of the remains of the wreck. Every remedy known to the trade was resorted to at different periods during its short career to avoid the pending crash. The directors were liberal, high-toned business men, and stood manfully by the compau}'^ throughout all its embarrass- ments. Capt. John J. Roe resigned the presidency and was succeeded by E. W. Gould, Joseph Brown, and Wm. J. Lewis. But no amount of experience or financial ability could do more than defer the final catastrophe. Thus perished one of the largest steamboat companies ever formed in the Mississippi Valley and with it vanished several fortunes, the accumulations from the result of the war. One of the largest stockholders in this company had stock to the amount of $450,000, which represented the assessed value of the boats he put in. Others had very large amounts, perhaps not quite so much, but far more than they were able to lose, and never recovered from the loss. St. Louis & New Orleans Packet Company succeeded the Atlantic & Mississippi Steamship Company.-^ It was organized in 1869. Capt. John N. Bofinger was elected president. A large number of steamboats were included in the association, and controlled by the company, but were owned by individuals. When the A. & M. company collapsed several of their boats were purchased and put into the new line. Havins: a contract with the government and each owner merchants' southern line packet CO. 389 managinoj his own boat, under the general rules of the com- pany, the result was far more beneficial to the owners than had resulted to the owners of the stock in the Atlantic & Mississippi Company. This organization continued with varied success for several years, and was succeeded by the " Merchant's Southern Line Packet Company " in which were included boats that had for- merly been associated in the St. Louis & New Orleans Packet Company. Capt. I. F. Baker was elected president and B. R. Pegram, vice-president. After a varied experience of two or three years the organ- ization was not such as was satisfactory to shippers nor did it meet the demands of the commerce between St. Louis and New Orleans, neither was it profitable to the owners. It was finally superseded by the " Anchor Line " which ex- tended their Vicksburg line in part, and thus covered the whole territory from St. Louis to New Orleans. " ANCHOR line." By the addition of some outside boats this line was perfected and has been maintained for several years with profit, and has given general satisfaction to shippers and the traveling pub- lic. The promptness and regularity of the " Anchor Line " has given it a national reputation, which nothing but the over- powering competition from railroads will ever disturb. Cer- tainly not so long as the company maintain the character of their boats and the regularity with which they are navigated, unless the withdrawal of so many boats from the New Or- leans trade shall create dissatisfaction wdiich may result in inducing competition from others beside the barge line. It hardly seems possible to those who once knew of the large number of regular freight and passenger boats employed in this trade that one boat per week would at this date, 1889, be sufficient to accommodate that trade. But those who have witnessed the result of railroad compe- tition on other rivers need not be surprised at even this, notably from Pittsburgh to Cincinnati, from Louisville to New Orleans, from St. Louis to the Missouri River, where in less than thirty years the number of regular boats has been reduced from sixtv to none at all. 3L»0 Gould's history of rivek navigation. CHAPTER LYI. MEMPHIS STEAMBOAT ORGANIZATIONS. AS early as 1844 as seen by reference to New Orleans papers an organization was formed to run a line of four boats to Memphis, composed of the following: — Steamer Memphis, Capt. R. S. Fritz; steamer Joan of Arc, Capt. C. B. Church ; steamer Louisiana, Capt. T. J. Casey ; steamer Red Rover, Capt. M. G. Anders. This was a temporary organization and was succeeded in 1849 by the steamer Autocrat, Capt. G. W. Gosler; steamer Magnolia,- Capt. St. Clair Thommasson. These boats were continued in that trade several years and were succeeded in 1857 by the following boats, viz. : — Steamer Ben Franklin, Capt. J. I), Clark ; steamer Neb- raska, Capt. A. R. Irwin ; steamer Ingomar, Capt. Berditt Paras; steamer John Simonds, Capt. J. F. Smith ; steamer Belfast, Capt. W. Wray ; steamer H. R. W. Hill, Capt. T. H. Newell ; steamer Capitol, Capt. J. D. Clark. This was a well organized company and ran with regularity in connection with the Memphis & Charleston Railroad three or four seasons, ticketing passengers to all points in the West, North, and East. It maintained an office in New Orleans and Memphis, and was really the first and most formidable steamboat organiza- tion that had existed up to that time. The boats were put in at a valuation which constituted the capital stock of the com- pany. But the expenses more than absorbed the net earnings of the boats, and the owners preferred to sell the boats to pay off the indebtedness rather than to assess themselves to sus- tain the line. The result was the boats were sold and the line discontinued, the owners having sunk nearly the value of the boats. The officers of this company were James Gosley, President; C. B. Church, Superintendent; J. J. Rawlings, Secretary. During this period there was a line of four boats from Memphis to Louisville, viz. : Tichomingo, Alvin Adams, Southerner, and Northerner ; all fine boats, but there was not sufficient business to suport them, and the line was of but temporary duration. AMUSING ITEMS ABOUT STEAMBOATMEN. 391 OLD PROMINENT STEAMBOATMEN. In the Memphis Appeal of September, 1888, one entire side of that paper is devoted to historical, amusino: and interesting items I'ehiting to steamboats and steamboatmen more or less connected with thit port, by W. S. Trask. The following interesting items are from that elaborate ar- ticle : — "A number of very prominent men of the present day have passed a part of their career on boats plying the Western riv- ers in various employments, Ex-Governor Cameron, of Vir- ginia, the predecessor of Fitzhugh Lee, was a clerk on the Wm. M. Morrison, less than thirty years ago, and Mark Twain, the hnMiorist and author, was a piL)t on the same craft. Wm, B. Bate, of the United States Senate, was a freight clerk on the steamer Tennessee, running between Nashville and New Or eans, over forty years ago. Many of the prominent bank- ers and insurance men of the Ohio River cities were captains or clerks in their earlier days, and ex-Congressman Hooper, of Utah, ran a boat called the Alexander Hamilton on the Up- per Mississippi back in the forties and perhaps later. Charles E. Marshall, of the Red River packet B. L. Hodge, one of the most accomplished masters of thirty years ago, was a brother of the late gifted Humphrey Marshall, of Kentucky. The late Cornelius K. Garrison, the sreat railroad magnate of New York, ran the big side-wheel steamer Convoy in the Memphis and New Orleans trade, also to St. Louis, about '47 and '48, and Wm. Ralston, afterward a prominent San Francisco banker, was chief clerk on the same vessel. Both went to California in '49 and became millionaires several times over. Ex-river men now here in our midst include Mr. W. W. Schoolfield, the genial merchant, Mr. Samuel P. Read, the prominent banker, and several more not just itow in mind. Last winter on one of the Ohio River flat-boats, which moored at our levee, a graduate of West Point was a hand at the sweeps, and Capt. Mdllory, of flat-boat renown, is the auditor and treasurer of one of the richest counties of Southern Indiana, while another flat-boat captain, in the person of Mr. Espey, is a candidate for an equally lesponsible place in another Indiana county not far from the Ohio line. A host of others might be mentioned but these are enough to show that honor and tfame from no condition rise. The late William Bohlen, of this city, was identified with river interests for a full half century, covering the grand era 392 Gould's history of river naaigation. of stearaboating. He owned the steamer Alliquippa back in the forties, and for years the craft towed ice-loaded barges be- tween the UpperlUinois River and Memphis, occasional!}' going to Vicksburg and as far as Baton Rouge, to supply the peo- ple's demands for ice. The steamer Capitol, built by the How- ards at Louisville in ISf'^, for the New Orleans and Bayou Sara trade, where she had a most successful career, was afterward purchased by the Bohlens for their ice towing traffic, and this boat was sent from here to the Yazoo River in May, 18<)2, tow- ing: the war-boat Arkansas, which vessel afterward made havoc among the Federal fleet in front of Vicksbnrg. The Capitol had the reputation ofbeingamong the fastest boats of her day, and for an entire season, that of 1859, she made weekly trips be- tween this port and New Orleans, carrving the mail and making fift3'-six mail landings up, and as many on the down trip. The Capitol was 235 feet long, 35 feet beam, 8 feet hold and had six boilers with thirty-inch cylinders, nine feet stroke. She vyas contemporary and about the same size as the famous Southern Belle which ran in the New Orleans and Vicksburg trade between 1851 and 1858, commanded by Capt. J. M, White. A goodly number of pleasant stories are related of the late William Bohlen's success in various sports during the early history of this city. He was famed far and near as a most wonderful checker player, ranking in that wa}' on a par with the great Creole chess king, Paul Morphy. It is related that on one occasion a visitor here from Vermont named TinsleyKaye, brought with him an entire new kit of checker tools expressly to beat Mr. Bohlen at his favorite game, his renown in this sport having spread to the distant maple groves of the Green Mountain latitude. Mr. Kaye called on Mr. Bohlen, proposed a sitting, the couple repairing to a quiet room at the Gayoso for the indulgence, and after a four hour contest, the diflerence was only one game in favor of the Memphis player. Then an adjournment for supper ensued, and after it was over the play was renewed. It was kept up steady throughout the night and far along toward sunrise, at which time Mr. Bohlen was nearly forty games ahead. The visitor from Vermont packed his kit and went East, spreading the news about the Bluff City checker play as he traveled. The surviving brother of the late Mr. Bohlen, now resident here, made his first voyage down the muddy Mississippi with coal and ice, going as low as Baton Rouge and trading off his stock ])y the barrel or cart-load as suited purchasers. He closed up the trip with $2,000 profit, all yellow gold coin, that being the favorite currency of time, and this he packed VALUE OF A NEGRO AND A HALE OF COTTON. 393 snugly in a box, taking passage for the Ohio River on the steamer Ben Sherrod. The boat took tire during the trip up, between Fort Adams and Natchez, at 2 o'clock on the morn- ing of May 1», 1837, and was totally destroyed, over fifty lives being lost by the disaster. Among the lost was the father and two children of the boat's commander, Capt. Castlemar, but the latter saved his life as well as that of his wife by swimming ashore with her. Mr. P. R. Bohlen under- took to save himself as well as his treasure, but his eftorts were only partially successful. He went overboard in deep water with the box of coin under one arm, held on to the burning boat bv disfo-ing his finger nails into the oaken seams in the side of the hull, and finally when red-hot coals began to drop through the guard over his head, singeing his hair and scorch- ing his ears, he took a notion it was time to drop the box and swim. He made the shore in safety, but lost his gold. Finally reaching his destination up the Ohio his friends staked him, and now in his advanced years he is comfortably fixed and leads a bachelor life at his ease on a farm in Central Illinois affording recreation and a chance for investing a share of the surplus earnings of his investments here. The golden days of steamboating in the Memphis and New Orleans trade began about 1848, and the richest of this marine harvest time was the decade and a half preceding the inter- state war. In those days several hundred thousand bales of cotton were annually carried South by boats from Memphis and points on the river below. Cotton, negroes and land •comprised the wealth of the valley country :ind the cotton planters were the nabobs of the South. A negro in those days was worth a round $1,000, and a bale of cotton brought $50, the capacity of production being about ten bales of cotton and five acres of corn each year to a field hand. No railways penetrated the interior at the time, except for short distances, and the only means of transportation on our Western and Southern rivers was the stately steamboat, or the primitive keel or flat-boat, the latter being the exclusive method of con- veying coal for use down South. It was away back beyond this period that the brave old warrior. Gen. YVm. O. Butler, who ran for the Vice-presidency with Cass in '44, and died at the advanced age of eighty-seven, wrote a poetical gem which will hold its place as long as time lasts, commencing — " 0, boatman, wind that horu again, For never did the listening air Upon its lambent bosom bear So wild, so soft, so sweet a strain." 304 Gould's history of river navigatio> , In those early days when the Convo}^ Capt. C. K, Garrison, was the pioneer steam packet from Memphis to New Orleans, and the Autocrat, Capt. Goslee, soon after became her con- sort, most of the traffic was transacted on Hit-boats moored at our landing. The best boarding place for single gentlemen was on the big wharf-boat always Tying at the landing, and on which boat and bar stores were kept in abundance. Then it was that the respected Maj, J. J. Murphy sold groceries and ship chandlery from a flat-boat, the late C. W. Goyer dealt out side meat to country wagoners, Mr. Kinney and the Hon. John Johnson disposed of furniture in the same way ; the Walt and Elliott brothers handled grain and produce, while many others had their trading boats floating at the front, filled with valuable stores to l)arter with the public. Flat-boating had been in years previous a perilous business, but it generally returned handsome profits, and a voyage southward was often full of romance as well as adventure. A three months' trip to New Orleans, floating lazily with the current, the scenery constantly changing, but ever wild and beautiful, was a thing never to be forgotten, and many of our earl}'^ settlers laid the foundation of their fortunes while serving aboard of flat or keel- boats. These gave place to the grander steamboat in due time, and as our little city grew m importance the packet steamers })lying hence to New Orleans increased in number and capacity. The pioneer pair named above were followed b}^ the first and second Bulletin, Capt. Charles B. Church ; the Geo. Collier, Capt. Goslee ; the Nebraska, Capt. Erwin ; the Ben Franklin and lui^omar, Capt. J. D. Clark ; the H. R. W. Hill, Capt. Newelh the R. W. Powell, Capt. Joseph Estes; the John Simonds, Capt. Frank Hicks; the Prince of Wales, Capt. James Lee, and several others of equal note, capacity and grandeur. All of the commanders and clerks of the boats named are now deceased except Capt. Frank Hicks and Capt. James Lee. STEALING A STEAMBOAT. Talent is essential to success, when it comes to stealing a .steamboat, or a red-hotstove, for neither is easy to do, though l)oth are known to have been done. A steamboat called the Sallie Robinson, that run, along in the fifties, on the Yazoo and Tallahatchie rivers, carrying 2,000 bales of cotton each trip in the active business season, was stolen outright twenty- five years ago by Edward Schiller, and he pocketed the pro- ceeds of the sale, amounting to $20,000. The vessel belonged OAPT. BAIRD AND STEAMER GLASGOW. 395 to a nieichant of New Orleans named Joseph R. Shannon, but he had the craft re^ristered in the name of his friend, Edward Schiller, at the time Commodore Farragnt captured the Crescent City in 1862. Schiller manaired to o;et hold of and destroy every paper relating to the ownership of the boat ex- cept the custom-house registration record. He sold the boat, gave a clear title and went West. Buying a farm near Fort Scott, Southern Kansas, then on the frontier, he lived in re- tirement for a dozen years; and, after that, Mr. Shannon found and began to worry him, A compromise proposed by Shannon was not accepted, and the bother began in earnest, as the rightful owner of the craft never let up until the other was penniless. Schiller had been a reporter on the New Or- leans True Delta, at which time he wrote a book called " ('herry Blossom," that did not meet success. After he lost his Kansas farm he turned up here in Memphis while Greeley ran for the Presidency, and worked as a printer on the Ava- lanche ; also wrote i'or awhile for the same journal, and finally went off to Southern Texas, where he died in povert}' some years later, leaving a son and a daughter. He was an eccen- tric individual, who, upon introducing himself into the ^ya- lanche office, unloaded about a hand-cart of manuscript from his left shoulder and asked the editor, Mr. Brower, to examine it, with a view to publication. It is needless to say the mat- ter was never printed, for it was not worth printing. The poor fellow could write very well, but his etforts were not ap- preciated by the public. He stole a steamboat, but could not hide the proceeds successfidly — a common failing among pilferers. The exploit of Schiller affords perhaps the only instance re- corded where one man ^tole and sold a steamboat and made way with the gross proceeds, but numerous instances are re- lated where boatmen have cut out vessel-* and run them off to get away from clamorous creditors and a burden of debt. One of the best remembered and most successful in this line was Capt. Abner Baird, formerly of this city. He rode reck- lessly at all hazards of life or limb when it came to running a steamboat, and he could pull the wool over the eyes of his creditors with much more ease than any one on the list. It was some fourteen years ago that he ran the steamer Glas- gow off from the wharf here up the Ohio River, leaving debts due his crew and for supplies of a couple of thousand dollars. The captain had made several trips to the Ohio and also up White River, going out light and coming back empty. With no prospect of bettering his condition, he began to beat about 396 Gould's history of river navigation. to save his boat from attachment. One night he invited all hands and the cook to visit the spectacularBlack Crook at the theater. After the play an oyster snpper was discussed until an hour after midnight. The cost to the captain was a dozen dollars or so, which he borrowed from one of the victims. Meanwhile Capt. Selby, his partner, had steam raised on the boat, hired a few hands, and lit out for up the river. Old Si Dougherty, the pilot, John Darb}^ the clerk, Wm. Griffith, the steward, with Capt. Baird and half a dozen others, participated in the pleasures of the evening, but when they visited the wharf, foot of Jefferson street, their steamer was gone. To say they were mad would be putting it mild. Capt. Baird had run the sidewheel steamer Republic out of New Orleans in I860, carrying a mar- shal and several deputies, afterward putting them ashore in a cypress swamp below Baton Rouge. He had flanked marshals, sheriffs and creditors when he ran the Admiral, the Sovereign and the Jno. D. Perry in previous years, but his best achievement was that of escorting the boys to the thea- ter and making them have a good time while his partner took the boat away, leaving them in the lurch, with no money and no boarding house. Dozens of instances might be told where officers in charge of boats were circumvented, but none would beat the game played so cleverly by Capt. Baird. Capt. James Lee, Sr., for whom the handsome steamer now running was named, and who now, in the evening of a well spent and active life, resides quietly with the family of his son in a pleasant home on Adams street, or rolls around in a big arm-chair on the steamer Rosa Lee, has been a notable character on the river for more than half a century. The cap- tain began as a boatman in 1829, saw the rise of business, and participated in its most brilliant triumphs. He commanded some of the finest and best boats that ever floated the rivers, including the Old Hickory, the Prince of Wales, the Phil Allin, and as many as two dozen others. Capt. Lee is a great hand to tell stories, and he could keep his passengers in a state of merriment at all times when his duties would allow. One among his thousand or more of yarns ran about like this: "As odd a customer as you'll find in six States was old John Prewett, who lived in Stewart county, Tennessee. He was long and hungry looking, with his shoulder points away up between his ears, as if he'd been fixed up to be born over ; and he wore a coat with a pair of enormous buttons right be- tween his shoulder blades. His head was sugar-loaf shaped, his eyes were small and close together, like a crawfish ; his BLOWING THE BITS OUT OF A MULe's MOUTH. 3i>7 nose was long like u wedge, and his mouth looked like it would hold a shovelful of potatoes. Prewett had powerful lungs and he practiced with a bugle until he thought he was an artist. When Stickney's circus went through, about the time Polk was elected, Prewett visited Nashville and asked for a job to blow the bugle. The boys had heard of his blowing powers, and finally bantered him until he put up $40 as a bet that he could blow the l)ridle bits out of a mule's mouth by placing his own mouth under the animal's tail. Prewett won the money, but he failed to secure an engagement as bugle player with the circus." LOSS OF BULLETIN, NO. 2. While lying at the Memphis wharf near the mouth of Wolf River, then the public landing, the steamer Helen McGregor exploded and a large number of people lost their lives. This was the first recorded disaster of a long list that has since oc- curred in front or near our city. Among the most notal)le was the loss of the Pennsylvania, Capt. Marshall, in June, 1858.^ The boat was literally crowded with people, both cabin and deck, and more than 100 persons were lost. In the list was Judge Harris, the brother of Senator Isham G. Harris. The judge occupied a state room over the boiler, in company with Mr. Charles Stone, formerly of this city, and whose sons reside with us. Both gentlemen were asleep, the disaster oc- curring about daylight, and Mr. Stone has related that when he awoke he found himself in the river. He swam to a tree in the overflow, the low country being submerged at the time, and from that perch he was rescued. The locality was near the mouth of St. Francis River, and the steamer Kate Frisbee, Capt. John T. Shirley, came along shortly after and brought the survivors to this port, where the wounded were cared for. Odd Fellow's hall being converted into a temporary hospital for their accommodation. Three years before that the steamer Bulletin No. 2, Capt. Charles B. Church, was burned near Transylvania lauding, above Vicksburg, and many perished, among the list being the father of Mr. George Handwerker, the well known musician. Several survivors of this disaster still live among us, although it happened thirty- three years ago. Of these are Capt. Marsh Miller, a pilot of the boat, Mr. App, the shoemaker, who leaped from the roof of the boat into a coop of turkeys to save his legs from being 1 Captain Klienfelter and not Captain Marshall was in charge of the Penn- sylvania wh'en lost. — Ed. 398 Gould's history of river navigation. broken, and others. Capt. J. H. Freligh, recently deceased, was chief clerk at the time, and he was the recipient of a fine silver set by our citizens, owing to his having successfully cared for a round sum of money which was entrusted to his keeping for account of our banks and their customers. Capt. John T. Shirle}', of this city, a passenger, was called upon by Capt. Church to assist the other passengers ashore, and he came near losing his own life in his efforts. Mr. Charles Richards, one of the crew, saved the life of Capt. Shirley and also that of Capt. Marsh Miller. Many acts of heroism were recorded at the time. In April, 1859, the steamer St. Nich- olas, Capt. Oliver McMullen exploded her boilers below this city and many perished. A benefit was given the sufferers at the theater here by M. W. Canning, the manager, on which occasion Miss Vandenhoff recited an original poem. In more recent years other disasters have occurred which sur- passed them in horror and loss of life. The R. J. Lockwood was blown up near President's Island over twenty years ago and many perished. EXPLOSION OF THE SULTANA. The Sultana, carrying tubular boilers, exploded near Har- rison's place, some fifteen miles above this city, in April, 1865, and 1,600 people, nearly all national soldiers going- home from the war; were lost. The boat floated down to the head of the Island above Mound City and sunk, the wreck now being covered with sand and a growth of wil- lows and cotton woods. The accident occurred before day, and the first tidings had of it here was the cries of the people as they floated by in the river on fragments of the wreck. Nearly as bad was the explosion of the great steamer, W. R. Arthur, in 1872, a short distance below Island 40. The wreck floated several miles and then sank, destroying many lives. Among the list of the lost was a man named Uhlen, from near Golconda, 111. He had been cotton planting near Greenville, Miss., and after five years or so of hard labor had accummulated $30,000, all of which he had with him. The whole family and the money was lost by the disaster, also Dan Stark, a well known flatboatman. The towboat Warner blew up directly opposite the city about 1875, and half of the crew were killed or crippled. One of the worst of the list of dis- asters was the burning of the Golden City, April, 30, 1884. When about to make the landing at the foot of Beal street, about daybreak, the boat was found to be in flames. The pilot headed for shore, ran on a raft or flatboat and ms\ny DECLINE OF STEAMBOAT TONNAGE. 399 made their way ashore. The boat swung out into the river and a number were lost, several women and children being of the \ht. As an evidence of the rapid decline of steamboating on Western rivers, the following tigures will bear testimony:: — The tonnage built in 1881, was over 80,000. In 1883, it was only 26,000. In 1884, it was 16,000. In 1885, it was 10,000. In 1887, it was about the same. The number of steamboats built in 1864 was greater than ever before or since, and nggregated 2.50, the tonnage of which was 148,000. LARGEST CARGO OF COTTON. The largest cargo of cotton ever floated on one bottom was carried into New Orleans April 2, 1881, by the steamer Henry Frank, Capt. Hicks, and amounted to 9,226 bales, with 250 tons of other freight. The Henry Frank made twelve trips that season, carrying into New Orleans a total of 76,009 bales of cotton, 28,218 sacks of seed, 13,675 sacks of oil cake, 1,225 barrels of oil and other freights. Her consort, the iron steamer Chouteau, carried the same season 76,950 bales of ;o;regate amount of capital represented was estimated at one billion six hundred million dollars, which was in- vested in steam vessels operating on rivers, lakes and bays in the United States. This general uprising of steamboat owners from every part of the country was precipitated by the passage of a neiu steamboat laio, enacted at the previous ses- sion of Congress. It was substituted for the old law of 1851 and claimed to be an improvement on that law, which had failed to keep pace with the rapid development of steam navigation in the pre- vious twenty years. The new law was prepared at the sug- gestion of the Secretary of the Treasury, Mr. Boutell, a Massa- chusetts man, who knew nothing of Western river navigation, and probably of no other. It was said the Board of Super- vising Inspectors had much to do with the new provisions of that bill. But careful inquiry failed to divulge any connec- tion of the Board with it, although they got the credit of it in some degree. But it bore the marks of bunglers rather than experts, and it was considered an insult to the thousands of those in the business who had spent a life time in acquiring a knowledge of its necessities. To modify, or amend, this new law, and to make it practi- cal and consistent in its operations, was the object of the con- vention. After a session of three days, in which all the material points were discussed and the views of the convention well understood, a committee of five was appointed, representing the different sections of the country, to draft and prepare a new steamboat bill, or amend the existing kw, to suit the necessities, as in their judgment might seem best. The foUowinof names were selected on this committee : Chas. P. Coupland, of New York; T. G. Whiting, Detroit; T. G. Stockdale, Pittsburgh; Thomas Sherlock, Cincinnati; E. W. Gould, St. Louis. B. S. Osborn, of New York, was elected 40() Gould's history or kiveu navigation. Secretary. The committee agreed to meet at Pittsburgh a few weeks later, to carry out the instructions of the convention, which then adjourned, to meet at Washington, D. C. on the call of the committee. The committee met at Pittsburgh early in December, and proceeded to the performance of the duty assigned them — which, as the sequel proved, was a task they were quite equal to, but enacting the bill into a law, was another matter. After a session of eight or ten days they adjourned to meet at Washington a few^ days later, where their duties were re- sumed. Numerous interviews were had with members of Congress on the subject of the new law and the necessity for one. Mr. Conger, the member of Congress from Michigan, who had been employed by the Treasury Department to frame the new law, was at first antagonistic to the committee and their object, but wasgradualij' won over by the arguments presented and subsequently became convinced that some amendments to the hiw were necessary. After much discussion it was de- cided to take the law as it then stood and proceed, section by section, to so amend each as to make it practical and con- sistent, so far as was possible. The law contained over seventy sections, many of which were engrafted from the old steamboat law of 1851, when the character and condition of navigation and of commerce were very different and the law was not applicable to present neces- sities. After close and careful application for several weeks the committee issued a call to the representatives at the National Convention held at Louisville the previous year, to again as- semble at Washington. The call was liberally responded to, and a large convention assembled. The bill, as prepared by the committee, was submitted for indorsement or amendment l)y the convention. And after careful revision and such amendments as seemed to the con- vention necessary, it was approved and the convention ad- journed, subject to call by the icommittee. At this point the trouble commenced. The vital mistake had been made, but was not discovered until too late to over- come it. The convention had " counted without its host." After the bill was completed and ready for introduction in Congress, as a matter of courtes}^ the committee called at the Treasury office, to ask the indorsement and co-operation of the Secretary (Mr. Boutwell) in securing its passage. They were referred to the Assistant Secretary (Mr. Richardson), MK. CONKLING AND THE STEAMBOAT BILL. 407 who later succeeded Mr. Boutwell, who appointed a meeting with the committee the next morning at 10 o'clock. The committee called at the ap})onited time, and were cavalierly told the assistant had concluded not to see the com- mittee. Then the mistake begun to loom up. The committee had been in Washington some weeks and were known to be prepar- ing an important bill to control a great industr}' wdiich the Treasury Department had under its direction, and which by inference was a direct reflection upon the new law, which had so recently largely emanated from that department. A consultation was at once had with members of Congress and those who were friends of the bill in both branches of Congress, without reference to the Treasury officials. In- fluential members contended it was not the duty nor the prerogative of the Treasury Department to make laws, but to execute them, and there was no doubt but that the bill could be passed and become a law in spite of Treasury officials. Two bills were introduced. One in the Senate by Judge Thurman, of Ohio, one in the House by Gen. Negley, of Pennsylvania. They were favorably received and referred to the appropri- ate committee — that on commerce. The Chairman of the Senate committee was Mr. Conkling, of New York, who, at the request of Mr. Boutwell (it is charged) put the hill in liis pocket. The committee of the House proceeded to examine the bill and summoned experts from many places before them, to take testimony upon all points they needed to enable them to make an intelligent report on the bill. No bill was ever more thoroughly discussed in committee or better understood. It was unanimously indorsed by the committee and passed the House, almost unanimously, tliree (liferent times, during as many succeedirig Congresses. No effort on the part of Senators ever succeeded in getting a report from the Senate Committee on the bill, although many attempts w^ere made by Judge Thurman and others. Mr. Conkling remained Chairman of that committee as long as he remained in Congress. This factious o])position to a bill so generally indorsed induced, of course, many unkind, un- complimentary remarks. Those who remember Mr. Conkling in Congress, or out of it, know full w^ell the effect of irritating remarks to him, or of him. Unfortunately, perhaps, in this connection, the Secretary 408 Gould's history of kiver navigation. of the Executive Committee who had prepared the bill, was the publisher of a marine newspaper in New York known as the Xautical Gazette. Mr. Osbon, the editor, was a bright, vigorous writer, but it was often thought, with more zeal than discretion. In this instance it undoubtedly proved to be so. While he was fully alive to the interests of steam navigation, and understood per- fectly the necessities and the rights of seamen (having been a sailor himself ), he fearlessly defended their claimsin his paper, and the invective of his pen cut both ways when defending his position. The exalted status of a United States Senator was no protection to him, if he crossed Osbon's path, and nothing suited him better than to have carte blanche to open his guns on any one who opposed him. The experience at that early day of the Executive Committee had not convinced them that the influence of a small, factious minority in Congress, could not be overcome by outside pres- sure, and they did not attempt to restrain Mr. Osbon, their secretary. The result was, the breach between the Treasury Department and Mr. Conkling on the one side, and the steam- boat interest on the other, was made wider instead of being healed. EXECUTIVE C031xMITTEE AND THE THIRD HOUSE. The "steamboat bill" dragged its slow length along from one Congress to another for several years, always being repre- sented in the third house by members of the Executive Com- mittee, who lost no opportunity of urging its claims and discussing its merits, until it became as familiar to members of Congress as it was to the authors themselves. Probably there has never been a bill introduced into any American Congress that has been more thoroughly discussed and better understood than this steamboat l)iil. Not because it was of more importance, but because it was so persistently oppposed and without the reason of the opposition being known to one in twenty of its friends. In the first years of its advent in Congress it had as indus- trious and careful champions as there was in either body. Gen. James S. Negley in the House, acted as its chief cham- pion and carried it triumphantly though almost unanimously. Judge Thurman did all that could be done to get a report on the bill, and had it been reported there w^s no doubt of its passage at that time, notwithstanding the opposition. During all those years the National Convention continued to hold its adjourned annual meetings at different places. REORGANIZATION OF THt: NATIONAL BOAUD. 409 notably, Buffalo, Cleveland, Baltimore, Pittsburgh, Norfolk, Washington, New York, at which meetings the report of the Executive Committee, on the status of the " steamboat bill " and its prospects, was the principal subject of discussion. New officers were elected and a new Executive Committee named, with instructions to again repair to Washington at the meeting of Congress, and resume the effort to secure the pas- sage of the bill. They were authorized to make, and did make, amendments and such changes as seemed to overcome all opposition to any and all the provisions of the bill, except that of the liability clause on inland waters, that was so manifestly a necessity that no amendment could be entertained, and it was referred to by those v/ho had arrayed themselves- under Mr. Conkling's lead more for the purpose of sustaining him and the interests he repi'esented than for any harm that could result from the passage of the bill as proposed. At a meetings of the convention at Cleveland it was determined to oriranize into a permanent association, and the " National Board of Steam Navigation" was the result. By-laws were enacted and officers elected and an executive committee appointed, whose duties, as prescribed, were about the same as that committee had been charged with by the first conven- tion at Louisville. Some members of the original committee, notably Messrs Copeland, Shirlock and AVhiting, stood boldly to the point for several years, and never a session of Congress convened that one or all of them was not present to insist upon the enactment of the " steamboat bill." While the bill as a whole has not to this day become a law, sections of it have been enacted, and the old law in some parts has been so modified that less hardships are endured, and less inconveniences felt. The National Board of Steam Navigation still maintains its organization, and holds its annual meetings in New York. But so far as the Northern Lakes and the Mississippi Valley is concerned, it seems to have exhausted itself and lost its usefulness and its interest. Although the ostensible object for which the organization was so long and so persistently maintained was not entirely successful, there is no doubt much good has resulted to navi- gation, if all the legislation that was asked was not secured, much damaging legislation was prevented and the wants of different parts of the country are better understood and a remedy for evils endured more easily provided. If ever water transportation again comes to the front, and 410 GOULU'S HISTOUY OF KIVER NAVIGATION. uutional legislation is necc'ssaiy to protect it, the long expe- rience of the National Board, will be of signal service. It is axiom in war never to underestimate the forces of the enemy. It applies with equal force to factious legisla- tors. In this struggle the doctrine of the " survival of the fittest" has not been sustained, although the "National Board of Steam Navigation" still lives as. a practical factor in national legislation. NATIONAL BOARD OF .sTP:AM NAMGATIOX. Washington, October 7, 1881. lo lite Edilor of the Posl-DispatdL, St. Louis: After a session of two days the National Board of Steam Navigation adjourned last evening to meet at Cairo, III., with the intention of holding their next annual meeting on board a Mississippi River steamer, during her passage from that point to New Orleans. The time was not definitely fixed, but during the autumn or earlj^ winter of next year. This proposition coming from Eastern members, it was con- sidered by those from the West as a step in the right direction, tending to awaken a more lively interest in the minds of "Western and Southern members in the objects of this organiz- ation, and to atibrd Eastern and Northern members a more adequate idea of the importance of Western river commerce. The report of standing committees, the appointment of new ones, the election of officers and the appointment of del- egates to attend the River Improvement Convention to be held in St. Louis on 26th of October, together with the usual routine business of similar organizations, were the principal subjects brought before the board at this meeting. The attendance from the "West and South was small. But a fair attendance from the East, many of the members having their ladies with them. It was evidently a mistake calling the meeting at so early a day, especially at Washington. If called here at all it should have been during the session of Congress, as this is the busiest season of the year for all eno;ao;ed in steam navigation. The steamboat bill, as it is called, which has been hanging fire in Congress for several years in charge of the Executive Committee, elicited considerable discussion upon the reading of the report of the chairman of the committee. But the opin- ion prevailed decidedly that a bill as carefully prepared and so just and necessary for the promotion of steam navigation as it, ought not to be abandoned without one more effort to secure its passage by Congress. KEFUJV'DIXG THE LICENSE FEES. 411 Capt.eTohn N. Bofinger, who has been chairman of the execu- tive committee for the last two years, having tendered his resig- nation on account of not having the necessar}' leisure to devote, Gen.Jas. S. Neglej^jOf Pittsburgh, was elected to fill the vacancy who, together with other members of the board, will be in attendance at Washington during the next session of Consi'ess, when it is believed they will succeed in securing the passage of the bill, since the })rincipal obstacle to its passage has re- cently passed under a cloud by resigning his position in the Senate. A delegation from the board called to-day to pay their respects to the new President, who received them very courte- ously and assured them it would aUbrd him great pleasure to contribute in any way he could consistently to the advanc- ment of the objects of the board and to the interests of steam navigation. After a brief interview^ the delegation retired w^ith the full conviction that in the new President the business interests of the country had nothing to fear, but a very able advocate and fast friend. Respectfully yours, E. W. Gould. [From the Marine Journal.] Los Angeles, Cal., Aug. 16, 1886. Editor Marine Journal: I see Congress has at last adjourned, and, so far as I know, the committee to whom the bill for rebate of license fees was referred failed to report ; and of course that measure, like hundreds of others of less merit, remains for future action. There seems no good reason why a claim of that character and magnitude should not receive favorable consideration at the hands of Congress. Pension claims are popular on the ground that the money is supposed to be paid to an indigent class of citizens, who have rendered valuable service to the Government. The same class of citizens have paid an unjust tax to the Government which they ask to have refunded, and I believe it is only a question of time when it will be refunded, if the claimants press their claims with the same energy and deter- mination that many other claims are urged. But it can only be done by a more unanimous etibrt by the individuals in interest, with their resjjective representatives in Congress. The time is rapidly- approaching for the annual meeting of 412 Gould's history or river navigation. the National Board of Steam Navio-ation, and I regret to think circumstances may prevent my being present at that pleasant reunion. It has so long been my privilege to meet with the board on these oft-returning anniversaries, I regret exceedingly my in- ability to attend this one — not that my presence will be missed or my counsels needed. But it is pleasant to meet with old friends who have so long been engaged in the same object, and especially when success, long deferred, has to any extent been attained. This I think the Board can congratulate itself upon having secured, after so many years of persistent effort. While much has been accomplished there still remain im- portant matters in which all interested in the great industry of steam navigation, are more or less interested, and for which the Board was organized. The benetits are not alone for what has been accomplished in Congress, but for what has been prevented by damaging legislation in the interest of individuals ever since its organi- zation. I trust the interest that has sometimes lagged in the Board for want of success and on account of changes and the want of material aid, will be overcome by the present younger and more vigorous management, and that greater results may yet reward them for their very laudable and vigorous efforts. As the season of the year is favorable and New York has many other attractions to draw a large number of visitors there, I hope to learn that a large and enthusiastic meeting of the Board has been held, and if so I have no doubt of the result. The steam navigation of the country is largely dependent upon the public press for information and for avenues by which the public is made familiar with its wants and its acts. If all that are interested in this great industry would give it the attention The Marine Journal does, it would not be so difficult to secure legitimate legislation or large and enthusias- tic meetings of the National Board. The principal steam navigation interests of this coast are owned by railroads, and is only a secondary consideration with them, consequently there never has been much interest felt in the efforts of the Board here. Railroads, as you know, are parallel with all water routes, and steamboats are fast becoming things of the past, so far as inland navigation is concerned. I trust my business relations here may be such that I can LETTER TO ST. LOUIS REPUBLICAN. 413 consistently return to Washington this full, and if the Presi- dent desires a substitute for General Dnmont's position, my services can be made available in the absence of all others. E. AV. Gould. In sketching the history of the National Board the follow- ing communications, extracted from papers of the day, may not, at this late day, be uninteresting to those who have been associated in its objects: — We publish below a letter from Capt. E. W. Gould, who was one of the two representatives from St. Louis to the National Convention of the Board of Steam Navigation. It is but justice to Capt. Gould to say that to his untiring energy and perseverance in a forty-years' connection with the interests of Western waters that to him is due more than perhaps to any other one man whatever of river improvement has been instigated by general and State government. It was his zeal in the cause of the removal of obstructions in the AYestern waters that the government put the snag-boats to work, which though as yet incapable from the small number employed of doing all that boatmen could desire, yet, with the demonstra- tions of the utility of these appliances, and a few more live workers like Capt. Gould to battle for more river rights, we can yet have our water-courses free from obstruc- tions, and deeper channels for the avenues of commerce. Capt. Gould was President of the Atlantic & Mississippi Steamship Company, also President of • the Wrecking Com- pany, formerl}' owned by Eads & Nelson, and is now the hard working President of the Missouri River Packet Company. — St. Louis Repuhlican. Buffalo, Sept. 4, 1874. EivER Editor Republican — Dear /Sir: The "National Board of Steam Navagation" which adjourned from Philadel- phia one year since to this place has just closed its annual ses- sion to meet again in New York on the first Wednesday of September next. There were a large number of delegates present from nearly all important parts of the country excepting those on the Mississippi, representing some seven millions of capital. Many regrets were expressed that St. Louis, Memphis and New Orleans had lost their interest in the important results anticipated from this organization, and failed almost entirely to be represented at the two last annual meetings. Had it not been for the courtesy of the Pittsburgh delega- tion, the writer would have been the only representative from 414 Gould's histoky of river navigation. the Mississippi river. C;ipt. R. C. Gray kindly volunteered to act as my colleague. But for reasons unknown to me, that deleo'ation declined to give him up, but proposed Capt. Wm. J. Kountz as a substitute. All those who know Ca[)t. Kountz as a delegate in any body in which he is interested, know that he has courage, firmness and force of language sufficient to protect any interest he represents, and in justice to him I may add St. Louis was not left with a single repre- sentation, although their apparent indifference in sending del- egates resulted in their being entirely ignored in the reorgan- ization of the Board , or in the election of its officers the ensuing year. Thinking to revive the interest that was once felt on the Mississippi, and give new life to the great interest we repre- sented, we, the St. Louis delegation, assisted by other dele- gates from the West, made a vigorous effort to secure St. Louis as the place for next annual meeting to be held. But we had neither the numbers nor inlluence, and New York was Hxed as the place of meeting, although the East was far behind the Mississippi in inaugurating any steps towards reformino- or amending the navigation laws of the country, or of correcting the many abuses to which the navi- gation interests are subjected. But the temporary cloud under which this great interest is now suffering in the West is not the only one that is depressed. I find the same stagnation upon the lakes, and, to a great extent, at the East. And even the railroads, that are charged with bringing upon us all our misfortunes, are far from l)eing happy. And when they fail to tind foreign capital to invest in their bonds, through such patriots as Jay Cook &. Co., and are obliged to build and run their roads as steamboats are, a brighter day will dissipate the gloom that now pervades navigation circles. We have suffered long and seriously for the want of more consistent legislation. We have been loaded down with ex- actions and expensive inspection laws, made by men who know nothing and care less for the great marine commerce of the nation. Our rivers have been obstructed by railroad bridges, wrecks, &c., until the cost of insurance of boats and cargo amounts now almost to prohibition. And yet when an organization is formed and placed under the direction of some of the most practical ship and steam- boat owners, engineers and business men in the country, for the express purpose of relieving the embarrassments under RESULT OF THE ANNUAL MEETING AT BUFFALO. 415 which we have been so long suffering, miiny of our people fold their hands and virtually say, we can da nothing, or that we have tried long enough, or that the railroads have got possession of the rivers as well as the public domain, &c., &c. I speak with confidence when I say I believe, as far as leg- islation is concerned, that there never was a time when mem- bers of Congress were so well disposed, and so well aware of the necessity of doing something to protect and foster this great interest as at the present moment, and this is the result of the recent combined effort from all parts of the country through the organization of the National Board of Steam Nav- igation, which had its origin at a convention held at Louis- ville in 1870. To be sure but little has yet been accomplished practically, although there is good reason to believe the way has been pre- pared by which great benefit may be realized, if those inter- ested are true to themselves and the interest they represent. All that is necessary for them to do is to unite their efforts and join with those already in the field in urging upon mem- bers of Congress the necessary reforms in the navigation and inspection laws, and also the importance of increased appropria- tions for the improvement of river navigation and the protec- tion of these great arteries of commerce for present use as well as for the benefit of future generations. For the purpose of deriving some more immediate relief in the interest of Western transportation, the delegates from Western ports as- sumed the responsibility of issuing a call for a mass conven- tion to be held in St. Louis on the 30th of the present month, hoping thereby to secure the attendance of large delegations from all parts of the South and West, with the hope of agree- ing upon some plan by which the ruinous competition now ex- isting may be avoided. As this is a subject addressing itself directly to our present necessities it is to be hoped the call may be fully indorsed, and the convention largely attended. I had intended to have written more at length upon the do- ings at the meeting of the National Board, and of its reception by the Buffalo local board. But having continued my letter upon incidental subjects so long, I must defer further remarks and refer those interested to the published proceedings. I will say, however, in closing, that the meeting was entirely harmonious, and many subjects of interest were discussed and a most instructive and eloquent address was made by Geo. B. Hibbard, Esq., of Buffalo, upon the subject of maritime law. Mr. Hibbard is recognized as one of the best admiralty 416 Gould's history of eiver navigation. lawyers in the country, and entirely familiar with the present <^ defective system of laws governing the navigation and trans- portation interests of this nation. Before the final adjournment we were treated to a sumptu- ous repast on board one of their magnificent iron steamers, while making an excursion of several miles around the harbor, and in visiting their numerous elevators, iron-works, shipping, etc. During this elegant banquet, given by the hospitality of the Buffalo "local board" and the friends of navigation in this city, we have had the pleasure of listening to many elo- quent speeches and suggestive remarks, inspired by the pres- ence of a large number of ladies, and the influence of the pre- vailing spmVs of the occasion. E. W. Gould. CHAPTER LYIII. MISSOURI RIVER PACKET COMPANIES. THE Missouri River, although one of the most difficult and dangerous of all the rivers in the Mississippi Valley to navigate, from the large number of snags, sand bars, caving banks and rapid currents, saying nothing of the still more damaging obstructions authorized by Congress, in the form of railroad bridges, which are a modern innovation, of course, still the river has been navigated by steamboats ever since the first trip of the Franklin in 1819, and with more or less suc- cess — generally less, from the fact that so much was neces- sary for insurance and repair of boats. The demand for transportation during the great rush of emigration to Missouri, Kansas, Iowa and Nebraska, saying nothing of the California crow^ls, in 1849 and '50, induced boat owners to take great risks and to add large numbers of new boats to the trade. Such was the demand for pilots in that trade at one period that no price was too much for them to charge for their serv- ices, and the ability or skill of the pilot had but little to do with the compensation received. This writer calls to mind one instance just after the war when he paid $800 for piloting a boat to St. Joe and return, and the trip was made in less than eight days. In 1858 an organization similar in character to the " New Orleans Railroad Line," known as the " St. Louis and St. Joseph Union Packet Line," was formed, and was composed ST. LOUIS AND ST. JOSErH UNION PACKET CO. 417 of twelve Missouri River steamboats, viz. : Peerless, Capt. Bissel ; Morning Star, Capt. Burke ; Silver Heels, Capt. Bar- ron; A. B. Chambers, Capt. Gillham; D. A. January, Capt. P. Gore; Minnehaha, Capt. C. Baker; Twilight, Capt. J. Shaw; Hesperian, Capt. F. C. Kercheval ; Southwestern, Capt. DeHaven; Ben Lewis, Capt. Brierly ; Sovereign, Capt. Hutchinson; Kate Howard, Capt. Jos. Nanson. This line was composed of good boats and run with regu- larity and gave great satisfaction to the business community, and especially to the traveling public, and gave promise of great success. Their regularity of leaving port and arriving at points along the river on schedule time was a new experi- ence on that river, so far as any line of boats had previously demonstrated, although individual boats had before that time been run on regular time. But the shortness of the navigation season and the dangers of navigation, together with the long distance over such pre- carious navigation, soon developed the impracticability of try- ing to sustain the line, and as it was only necessary to withdraw the boats at the option of the owners the organization did not longcontiniie its co-operation, but resolved itself back into in- dividual interests. Out of its integral parts other lines were formed and the fatality that so universally befell all Missouri steamboats at that period, soon disposed of the whole twelve beautiful boats of which the line was composed. In 1859 there was employed between St. Louis and Sioux City sixty regular boats during the spring months. Twenty- nine years later there was not a single boat with the exception of two or three small freight boats running at the extreme lower part of the river. MIAMI PACKET CO. Soon after the close of the war the "St. Louis & Miami Packet Company " was oiganized under the laws of the State of Illinois and had their official office at East St. Louis, business office on a wharf-boat at St. Louis. This was the first regularly organized joint stock company ever run on the Missouri River (except one chartered by the Legislature of Missouri known as the *' Lightning Line," in 1856-7). The officers were E. W. Gould, President ; C. S. Rogers, Vice- President; W. W. Ater, Secretary; Moses Hillard, Freight Agent. This company was organized to run from St. Louis to Miami. Subsequently extending the line to Lexington and ultimately to Kansas City — changing the name to " Missouri River Packet 27 418 Gould's history of river navigation. Company," and adding more boats, and increasing the stock, with a new board of directors and new oflBcers, W. J. Lewis, President. This was in 1871 and continued until the Kansas City organization which succeeded it in 1878. In 1870 the K. Line was organized to run with two boats, under the direction and ownership of Capt. Jo. Kinney, from St. Louis to Ghisgow and Miami, in competition with the Mis- souri Kiver Company. But a compromise was soon effected and the two lines were merged, leaving the Kansas City Packet Company in possession of the field. But the field was about all there was left of what was once a good line of boats and a remunerative business, although never able to make a divi- dend to the stockholders. The several companies that were merged into each other from time to time built quite a num- ber of boats and barges, besides purchasing many. That, to- gether with the frequent losses and the expense of repairs, absorbed the earnings, and the depreciation and insurance finally absorbed the boats. introduction of barges. The only thing that kept the company alive during the last few years of its existence was the introduction of barges, which this company was the first to introduce in the Missouri, and which enabled the boats to handle a large amount of busi- ness they never could have handled without them. Before the extinction of the Kansas City Packet Company, a part of the same owners formed what was known as the *' Belle St. Louis Transportation Company," and run their boats in the lower end of the river. But the railroads en- croached so rapidly upon the river commerce that it soon ab- sorbed all that was of value in it, and closed the river to this company as they had done to all others that preceded them. Until the organization of the Miami Packet Company running steamboats down stream at night was a thing seldom thought of, except in clear weather and a good stage of water. After this company started, laying up at night in any kind of weather or water was the exception. So too, in the use of barges. Before that period such a thing as towing barges in the Missouri River was thought to be presumption, and it was some years before the old boatmen and the underwriters could be educated up to the necessity of towing barges, in order to retain business enough on the river to compete with the rail- roads then running on either side of it. But it was only a question of time, and only a very short time, developed the fact that no steamboats need apply. EXPRESS AND PASSENGER ROUTE. 419 OMAHA PACKET CO. Ill 1867 the St. Louis and Omaha Packet Co. was estab- lished. Joseph Naiison was the first President. The boats comprising the line were T. S. McGill, T. W. Shields, master ; Silver Bow, T. W. Rea, master ; Mary McDon- ald, Jno. Greenough, master; Cornelia, S. T. Belt, master; Columbia, Wm. Barnes, master; Glasgow, Wm. P. Lamoth, master; Kate Kinney, J. P. McKinney, master; H. S. Turner, James A. Yore, master. These boats were owned by individuals and run under a joint arrangement and on regular schedule time. Its second president was Capt. Jno. B. Weaver, who tilled that position during the continuance of the organization. During the first years of its existence it was a good line of boats and judiciously managed. But the character of the navigation and the long periods of low water were such that the railroad competition soon made it apparent that the line could not be sustained, and the boats drifted off into other trades, and the line was abandoned. From that time forward the business that had heretofore been done by steamboats in that trade gradually found its way to the railroads, and has always been done by them since. And probably will always continue to be done by them, although Congressmen from that district, and some business men, persist in urging appropriations for the improvement of the Missouri River. But for all purposes of navigation it will prove a total loss, especially above Kansas City. Farms in the bottom lands may be saved from washing, and landings at the towns and cities may be preserved, but the meanderings of the river so increase the distance, added to the character of the navigation naturally, that no improve- ment the government will ever make will render it possible for water transportation to compete with rail in this river. And the sooner its friends in Congress, and out of Congress abandon their effort to improve the navigation of the Missouri and devote their energies to the improvement of the Mississippi, and other streams that it is practical to improve, they will the sooner realize the advantages of river improvements to the commerce of the valley than they can ever expect to by at- tempting to improve the Missouri. GREAT MAIL EXPRESS & PASSENGER ROUTE. The Pacific Railroad Packet Line, known as the Lightning Line, was established in the summer of 1856 under a contract 420 Gould's history of rivek navigation. entered into with the Pacific Railroad Company by Captain Barton Able and Louis A. Weiton, by which tlie hitter parties placed in connection with that road three steanfiers: The Cataract, F. X. Anbry and Australia, forming a tri-weekly line between St. Louis, Jefferson City, Kansas City and Western. ' "On the opening of navigation in 1857 this line was in- creased to a daily, except Sundays, and met with a success and patronage truly encouraging. The inducement offered by this route appeals directly to the traveler, saving under the most favorable circumstances which can surround steamers on their trips from St. Louis, some thirty hours' time, beside the many delays and annoyances incident upon a lengthened steam- boat trip. In the winter of 1856 and 1857 a very favorable charter was granted by the Legislature of Missouri, to this company. Incorporating it under the name of "Pacific Railroad Packet Company," and the following summer Governor Brown, the present Postmaster-General caused a contract to be made with this company, by which the Western mails should be car- ried on their boats during the season of navigration and under the same contract forwarded by express in winter. The demand for transportation of government freight was so great up the Missouri destined for the far West, and the troops at Salt Lake, during the Mormon war, that a contract was made with the Pacific Railroad and this steamboat line, by the government, by which a large part of that business was secured to them, and they soon became known as the " Great Mail and Transportation Company of the West." The following elegant steamers composed the line in 1858: John H. Dickey, Dan Able, master; White Cloud, Jas. O'Neal, master ; Victoria, Ben V. Glime, master ; Polar Star, O. H. McMillin, master ; Wm. H. Russel, J. McKenney, master ; St. Mary, P. Devinney, master, and are unsurpassed for speed and accommodations, by any line on Western waters. Through tickets can be purchased in all the principal ticket offices in the East or North or in St. Louis." Of all the packet companies ever organized on Western waters I think this one was started on less capital, was boomed into public notice with more gas, had the shortest lease of life, went up with meteoric brilliancy and passed away into thin air leaving many of its victims poorer and probably wiser men, having learned, w^hen it was too late, that the only use railroads have for steamboats is to reach points until they get there, which is not usually long delayed, and which was the case with this packet company and the Pacific Railroad. MOUNTAIN TRADE. 421 ST. JOE & OMAHA PACKET COMPANY. Upon the completion of the Hannibal & St. Joe Railroad to the latter city, in 1859, a line of boats called the St. Joe & Omaha Packet Company was established to run in connection with the road from St. Joe to Omaha, under the management of Captain Rufus Ford, a good practical boatman, and under whose direction it was understood a successful business was done for i^everal years for the benefit of the road who owned the boats or until the road was completed to Council Bluffs, or near there, when the boats were withdrawn and the business done by the road. In 1868 when that or some other connect- ing road was finished through to Sioux City, Capt. Joab Law- rence established a line of light draft boats to ply in connection with the road between that point and Fort Benton. This too was understood to be a successful enterprise and was contin- ued until the Northern Pacific Railroad reached Bismarck. At that period, 1869, another line was formed by Captains Col- son, Evens and others of Pittsburgh, Pa., and ran in connection with the road for several years with eminent success. MOUNTAIN BOATS AND TRADE. Capt. Wm. J. Kountz, of Pittsburgh, also had several boats in the "mountain trade" as it was called, at that time, and was a lively competitor for government transportation which furnished the basis for the trade be- tween Bismarck and all points above, without which no great inducement remained for boats to contend. Hence the parties that had the best " friends at court," or could make the lowest rates, finally succeeded in retiring most of the large number of boats that had been employed on the Upper Mis- souri. Although the extension of the Northern Pacific road gradually diminished the river transportation until at the pres- ent time it Assumes small proportions, as compared with what it was at an earlier date. The fabulous prices obtained for freight to points on the Upper Missouri before any railroads were built, and upon the discovery of gold in Montana, induced a large number of boats into what was known as the "mountain trade." The nom- inal rate of freight from St. Louis to Fort Benton in 1863-4 was 12^ cents per pound, although that price was often shaded a little, as steamboat freights generally are. But the margin for profits was several years sufficient to in- troduce the building of many boats expressly for that trade. 422 Gould's history or river navigation. Some of them were the best low water boats, or boats of the greatest capacity as freight boats, ever built on the Western waters, and as the navigation of the Missouri river differs in the upper part so widely from the lower part, but little risk, comparatively, is involved in running light stern-wheel boats. Hence every character of boat was introduced into the trade, and but few years elapsed before competition reduced the rate of freight from 12^ cents per lb. to one cent per pound. As soon as the railroad was finished to Bismarck, but little freight was shipped from St. Louis, and the trade was con- fined principally to points between Bismarck, the Yellowstone River and Fort Benton. FATHER DE SMET AND SHOOTING OF m'KENZIE. Previous to the discovery of gold in Montana, the American Fur Co. and its contemporaries and predecessors in the fur trade monopolized about all the traffic there was above Sioux City, commencing soon after the introduction of steam, la 1819, with one boat per annum, adding another from time to time as their trade extended up the river. The arrival or departure from St. Louis of a " mountain boat " created about as much excitement and curiosity at that time as did that of a pirogue or Mackinaw boat loaded with skins and peltries at an earlier date. As the representative of that company, Mr. Chas. P. Chouteau in later years was the general manager of the transportation department and ac- companied the boats on their long voyages to and from the mountains. Capts. Jos. and John LaBarge were the lieuten- ants of the company, and without one or both of them on board, or old " Black Dave " as pilot, the mountain crew was scarcely complete; and with them, but little {^pprehensiou from hostile Indians or dangerous navigation was felt. While the Indians were at peace with each other, the steamboat's annual trip was looked forward to by them with pleasure and great anxiety, as it was their source of supplies, and of them Indians are always short. These annual trips for so many years made the Indians of the Missouri as familiar with the officers of the boat as with their own neighbors, and they often remained on the banks of the river for weeks waiting the arrival of tlie boat. The chiefs and head men were sure to be remembered by Mr. Chouteau or whoever is in charge of the expedition, and a REV. FATHER DE SMET AND HIS BLACK ROBE. 423 oiand spread was always anticipated and realized, at the prin- cipal trading posts, which consisted of coffee and hardtack, and, through the influence of some valued presents of buffalo robes and choice skins, not unfrequently small Hasks of red-eye (whisky) might be seen walking off under the protection of an Indian blanket. This practice, however, was not countenanced by the Fur Co., as it was from the effect of whisky that their losses in trade with Indians often occurred at that early day, as it does to-day in civilized communities and by a christianized people. The Rev. Father DeSmet, for many years a missionary and general manager of Catholic missions among the Indians of the Northwest, was not unfrequently a passenger on these pioneer boats. The black gown which he always wore in the presence of Indians inspired in them great veneration, as the representa- tive of the Great Spirit. His amiable and suave manner al- ways assured them, as it did every one else, that no evil could befall them in his presence, and he was, when known to be near, a constant check upon their habits of dissipation, quar- rels and hostilities. No matter how tierce the feuds between different tribes, he went fearlessly from one to the other to allay any commotion or tight and was always respected. The writer saw this practically illustrated while at the mouth of Milk River, some 200 miles below Fort Benton, in 1864. At that time the Sioux Indians were at war with the United States and with many tribes of Indians. Their country bor- dered the Missouri River for many miles and navigation was not considered very safe. Boats were occasionally fired into when running close to shore, and when lying up at night al- ways kept a picket-guard, and the pilot was protected by shields of boiler-iron when under way. This was a low-water year and we were two months getting to the mouth of Milk River, where we were obliged to store our cargo. While lying there a tragic event occurred, through which, had it not been for the presence of Father DeSmet the steamer Nellie Rogers and proljably some of the crew would have been sacrificed, for the cruel and unprovoked murder of young McKenzie, the son of a prominent merchant of St. Louis, whom many St. Louisans will remember as a very estimable gentleman. He at onetime was an Indian trader on the Upper Missouri. He had married a squaw, Indian fashion, and raised a fam- ily of half-breeds, a part of which he took to the States and educated. This young man, then about 30 years old, had 424 Gould's history of river navigation. returned to his tribe, " the Crows," married, and was living at Fort Peck, acting, perhaps, in the capacity of interpreter. He, with his wife and young child, together with a large number of Indians of both sexes and of all ages, had encamped on the bank opposite where the boat was discharging. They all had access to the boat and were constantly passing to and fro. But as the bar on the boat had been closed by Mr. Chouteau's order, who had the boat under charter, no excessive drinking was allowed. There had been on board as a passenger all the way from St. Louis a Mr. Clark, formerly from Philadelphia a quiet gentlemanly man of education, who for the previous 10 or 12 years had been living among the Indians — prin- cipally at Benton. After the boat had been lying there several hours Mc- Kenzie came on board with others and stepped into the cabin, and just as he got abreast of the stove in the hall, Clark step- ped out of his state-room, which was one of the first rooms in the cabin, with pistol in hand, and without a word from either of them, instantly fired and McKenzie fell, shot through the heart. His wife was one of the first who rushed on board, with many of her kindred and friends, and the excitement soon became intense — on the part of the Indians, for the sudden death of a prominent member of their tribe; on the part of the passengers and crew for fear of summary vengeance from the Indians, who were entirely masters of the situation. The fires were out and, of course, no steam could be had to move the boat for some hours. Father DeSmet and his black gown seemed about all that stood between an outraged body of fight- ing Indians and the Nellie Rogers, her passengers and crew, until Clark could be disposed of. While he was fearless and indifferent, it was evident there was no safety as long as he remained on board. Ponies were secured from the traders at Fort Peck, 12 miles distant, but who had come to see " the steamboat." Clark with two or three others, who were anx- ious to get to Fort Benton, started with very little preparation, and very little delay and stood " not upon the order of their going." And until they were well out of the Crow country it was thought no grass would grow under their horses' feet. Before the Indians had gotten over their surprise and con- sternation, Clark, whom none of them knew personally, had gotten beyond the reach of their fastest horses, and through the influence of Father De Smet, it is probable they never pur- sued him. "Tom Dorris," a young man from St. Louis bound for the gold mines at Helena, then just beginning to A JOHN GILPIN RACE FOR LIFE. 425 attract attention, was one of Clark's traveling companions dur- ing that John Gilpin race. Subsequently it was learned that no halt was made until Fort Benton was reached, and the dis- tance, 200 miles, covered inside of three days. As there was no law and but little justice in that country then, no investigation was ever made, and no cause ever as- signed for the sudden taking off of McKenzie. It was believed an old grudge existed that was to be settled in that way whenever the parties met. It was afterwards said by Clark that he was the author of several similar tragedies previous to the one at the mouth of Milk River ; although his appearance was anything but that of a murderer or an out- law. His subsequent history I have never heard. Father DeSmet, who was on his annual tour to the mission- ary station among the Indians of the Northwest, together with the passeugers who were bound for the gold mines of Montana, ultimately found their way to Fort Benton on foot or Indian ponies, and in wagons sent from the Fort, to trans- port the stores that were left on the bank, under the strong guard provided by the fur company. While the Nellie Rogers and her crew wended their slow return to St. Louis under all the embarrassments attendant upon a low water voyage, on that then but little known navigation. According to Mr. Chouteau's recollection it was by far the the lowest stage of watpr that had been experienced on that river since his connection with it. At that period and for several years subsequentthe greatest drawback in that navigation, was the lack of fuel for steam, and boats had to depend entirely upon drift wood, and young Cottonwood, growing sparsely on the banks of the river, in the narrow bottom lands, many times packing it a mile on the backs of the voyagers and half-breeds, who were generally shipped on all early boats for this purpose. The practice of cutting down small cottonwood trees by the Indians to allow their ponies to forage from in the winter fur- nished the best fuel then obtainable, and was always tirst se- lected, as it only needed sufficient trimming to get it on board, after which it was cut into suitable lengths for the furnace while the boat pursued her voyage. This foraging for fuel in the bottom lands had generally to be done in the daytime to avoid Indians in ambush. Hence most valuable time was consumed, as only in very low water could the "drift-pile" be depended upon for the necessary supply. In later years, when the settlement of Dakota and 426 Gould's history of river navigation. Montana made it necessary for large numbers of boats to enter that trade, wood-choppers availed themselves of the law of " squatter sovereignty" and dropped on to every little patch of Cottonwood timber on the whole Upper Missouri as well as on to the "pine-knot region" in the neighborhood of Fort Benton. This so increased the facilities of navio-ation that some boats made two trips in a season from St. Louis to Fort Benton and return ; and it made it possible to run that large fleet of boats that was afterwards needed to accommodate the government in moving troops and munitions of war and for the transportation of miner's and settlers' supplies. While young cotton wood cut and put on the bank was sold for $5 to $10 per cord, it was the cheapest fuel that could be had and no ([uestions asked. Notwithstanding the rush of miners to the gold fields of Montana, which set in just at that time, calling into use a large number of steamboats, the efforts of the government, the influence of Father DeSmet and other missionaries, noth- ing could induce the Sioux to remain on their reservations and be peaceful. Sitting Bull and a few desperate young renegade braves were always on the warpath, committing all kinds of atrocities, inducing the restless and reckless of other tribes to join them in their brutal attacks upon settlers and all the defenseless far and near, until at length the government determined upon a more formidable movement to disperl?^ them. The following note explains itself: — MALCOLM Clarke's fate. " Findlay, O., March 24, 1889. " Heading in the Cincinnati Enquirer to-day an article taken from and credited to your paper pmporting to be an extract from Capt. E. W. Gould's forthcoming book, I would like Mr. Gould to know what became of Mal- colm Clarke who killed McKenzie. I went to Fort Ben- t6n in '62 and left in '65, and was well acquainted with Clarke. He was a man to be feared, but quite a gentleman when not angry. He once placed his hand on his revolver to draw on me, but changed his mind. He was married to a beautiful half-breed girl with whom he seemed to live quite pleasantly. She had a brother named Isadore, who lived most of the time with Clarke and hunted or traded for him. In 1865 Clarke moved to Prickly Pear Creek and located a ranch just where Gillette's wagon road starts around Medicine Rock Clarke's death. 427 Hill. For some reason Clarke became cruel and overbearing to his wife, and, after endnring it for a few months, she ap- pealed to her brother for protection. He and Clarke had an altercation about it, and Isadore shot and killed Clarke. This happened, I think, in 1866. I do not wish my name pub- lished, but would not object to Gould's knowing it." J. A. V. Thanks. CHAPTEK LIX. THE SECOND YELLOWSTONE EXPEDITION. IN June, 1819, the government started an exploring expedi- tion under the command of Major Long up the Missouri River to the mouth of the Yellowstone, a detailed account of which may be seen in another chapter of this work. In May, 1873, the government having been several years trying to reconcile the Sioux Indians to pacilic measures, and a more friendly intercourse without success, determined to try the virtue of stones, as grass did not seem to produce a lasting effect upon them. The Northern Pacific Railroad was in course of construction through the Sioux country, very much to the disgust of that tribe, and required the strong arm of the government to pro- tect the working forces. It was determined to build two forts in the valley of the Yellowstone, and station troops enough there to compel sub- mission and protect the railroad and the settlers. In order to do that, a large amount of building material, ordinance stores and general supplies Avere necessary. A large number of troops were ordered through by land from Fort Abraham Lincoln and other frontier forts. In order to ascertain whether the Yellowstone River could be made availa- ble for transportation by steamboats, the steamer "Key West," under command of Capt. Grant Marsh, was dispatched by order of Genl. Sheridan, commanding the Military Divis- ion of the Missouri, to ascertain the practicability of attempt- ing the navigation of that river. Having proceeded under escort of Col. Fosythe and a small military guard to within three miles ot the mouth of Powder river, they returned to Bismarck with a favorable report. During the following months of June and July steamers Key West, Far West and Peninah were employed by the Gov- ernment in transporting supplies from Bismarck to Glendine. 428 Gould's history of river navigation. In 1875, the orovernment bout "Josephine," having been built expressly for this expedition, was dispatched from Bis- marck to ascertain how far the Yellowstone could be navigated during the spring rise, which usually continues from the mid- dle of May to July. They proceeded to " Pompey's Pillar," thirty miles above mouth of the Big Horn, which is estimated to be 500 miles from Bismarck. Above that point the current was so strong and the channel so divided they could go no further and re- turned. The river being at an ordinary stage they explored the Big Horn for twelve miles from the mouth and then re- turned to Bismarck. The following year, 1876, several boats were employed by the government in transporting supplies and munitions of war from Bismarck in connection with the military expedition. In 1872, the government advertised for bids foi- freight, troops, horses, etc., per 100 lbs. per 100 miles, to extend from April 20th to August 15th. A large number of competitors materialized and some fric- tion was the consequence. CONTRACTORS FOR GOVERNMENT FREIGHT. Capt. John B. Davis, S. B. Coulson, A. H. Wilder, Joseph Lightner, Wm. J. Kountz and some others were interested in these contracts, and a large number of boats were employed for the next two or three years in transportation of govern- ment and private freights. During those years there was an immigration to the Valley of the Yellowstone, and it was un- derstood the steamboats as a rule made a good deal of money. The defeat of General Custer's army in 1876, and the compe- tition of the Northern Pacific Railroad terminated open hos- tilities from the Indians, and the principal business of steam- boats. In 1880, the government made a small appropriation for the improvement of the channel of the river, and if it had been continued it could have been made a verv navigable stream for several hundred miles. It runs through a beautiful valley traversed in part by the Northern Pacific, and at the present time has a number ot flourishing towns on its banks. It is estimated to discharge a greater volume of water into the Missouri than the Missouri itself carries above the junction. To have continued to make appropriations to improve the navigation, after the railroad was completed, would have been as futile as it is to attempt to improve the navigation of the Missouri with a railroad on each side of it, and a bridge across it every fifty miles. GENERAL CUSTER AND THE WAR DEPARTMENT. 429 Notwithstanding the attractive features of the Valley of the Yellowstone, and the value of its lands, its water-power and its parks, if the government estimates values as in- dividuals do, it is very evident this expedition cost too much, far above its value in blood, if not in treasure. The Northern Pacific Railroad seems to have been the only party deriving any direct benefit from it. Whether the government had better or not to have fur- nished them all the protection they needed to build that road, by a small armed force, admits of no argument. That the Sioux Indians were behaving badly and needed chastising there is no doubt. Nor that the battle of the Little Big Horn, although a most disastrous defeat to the govern- ment forces, practically ended the Sioux war and the career of Sitting Bull, although several battles occurred afterwards, will not be disputed. But that all, and much more, could have been secured through diplomacy and the lives of so many brave men, led by the intrepid Custer, been saved, there is but little doubt. The unfortunate partisan political complications connected with that terrible tragedy, and the brave officers whose lives were sacrificed, has probably done much to deprive their families of the sympathy of the public, and the officers of the honor they were justly entitled to. The charges that have so often been repeated that Custer's reckless impetuosity and lack of caution destroyed him and the troops under his immediate command is undoubtedly a misrepresentation, cruel and unjust. Thfrt he was impulsive, sanguine and brave none can doubt ; that he was frank, out-spoken and impolitic perhaps, will not be denied. But the record shows he was always ready and at the front when duty called. He was a genial companion and warm friend, much beloved by those under him. Promotion had not destroyed his high sense of duty towards those occupying subordinate positions. Nor did the attempt to prove him disloyal, to those higher in authority, intimi- date him. He had reason to believe there was irregularity in the office of the War Department, and he had the courage to say so, and although President Grant refused to recognize it at the time and dishonored Custer, subsequent developments proved General Custer was right in his suspicions. This defeat at the battle of the Little Big Horn, where he lost his life, was in no way attributable to his recklessness or 430 Gould's history of river navigation. lack of judgment. The fatal mistake was in underestimating the number of warriors then in the Held. In this Generals Crook and Terry, Major Reno and others agreed. And even the War Department, concurred in the opinion that there was not more than eight or ten hundred hostiles off of their reser- vations, agreeable to the reports from the agencies. They also underestimated the prowess and the ability of Sitting Bull, as a war chief. No Indian of late years has de- veloped so much skill and bravery as a lighting chief as he has. General Custer had but little love for an Indian, and less confidence in his integrity, and none in his courage in a square stand-up fight. He was always on the alert when in the neighborhood of hostile Indians for fear they would "run away." CUSTER BEING LED INTO AMBUSH. Even at this time, when he was rapidly approaching their camp, he reported to lieno " that the village was only two miles ahead and that the Indians were mnning away.'' Little suspecting he was being led into ambush and to meet 2,000 well armed warriors, under the command of one of the shrewdest and most desperate blood-thirsty savages of modern times. But such is the fate of war, and in less than an hour after the fight began, according to the best judgment of Major Reno and others in his command who were within sound of the firing, not one was left to tell the tale. The Indians scattered in all directions and before the sur- prise and consternation had subsided and the other commands had been collected the Indians had left the valley. A short time previous to the battle. General Custer had Written to his wife at Fort Lincoln to come up on the next boat, as he apprehended no danger, and she had been left there very much against her will. It was her wish and gen- erally her custom to accompany him wherever he went. The steamer that took the news of the defeat, the Far West, was to have taken Mrs. Custer and some other ladies up to join the expedition. In the expressive language of her journal, '*the light of twenty-six hearts went out at the fort on the receipt of the heartrending news." To Captain Joseph Todd, of St. Louis, whose experience in the navigation of the Upper Missouri and the Yellowstone is almost co-extensive with steam navigation, especially so on the latter stream, lam indebted for the foregoing information, and many other details not included. He being in command of one of the boats in the expedition was in position to know the facts and his account is corroborated by reports made at the time to the War Department. STEAMBOAT ACCIDENTS. 431 CHAPTER LX. CONDENSED LIST OF CASUALTIES ON STEAMBOATS. IN DeBow's Review, of 1848, may be found one of the best histories extant of the many accidents and their causes that had occurred on Western waters up to that date, and while not absolutely correct in every particular, it is suffi- ciently so to be interesting and instructive. Whole number of boats upon which explosions occurred, 233; passengers killed (enumerated in six cases), 140; officers killed (enumerated in 31 cases), 57; crew killed (enumerated in 25 cases), 103 ; whole number killed (enumer- ated in 164 cases), 1,805; whole number wounded (enumer- ated in 111 cases), 1,015; total amount of damages (enumerated in 75 cases), $925,650; average number of passengers killed in the enumerated cases, 23 ; average number of officers killed in the enumerated cases, 2 ; average number of crew killed in the enumerated cases, 4 ; average amount of damages, $13,302. The cause is stated in 98 cases, not stated in 125 cases, unknown in 10 cases; total, 233. Ex- cessive pressure of steam, gradually increased, was the cause of 16 ; the pressure of unduly heated metals was the cause of 16; defective construction of boilers caused 33; carelesness or ignorance was the cause of 32; accidental rolling of the boat cause of 1. NATURE OF THE ACCIDENTS. Bursting boilers 101 Collapsing flues 71 Bursting steam pipes 9 Bursting steam chests 1 Bolt and boiler forced out 1 Struck by lightning 1 Boiler head blown out 4 Breaking cylinder head 1 Breaking Flange of steam pipe 2 Bridge wall exploded 1 Unknown 3 Not stated 38 Total 233 432 GOULD S HISTORY OF RIVER NAVIGATION. DATES AND NUMBERS OF EXPLOSIONS. In 1816. " 1817. " 1819. " 1820. " 1821. " 1822. " 1825. " 1826. " 1827. " 1828. *' 1829. " 1830. <' 1831. <' 1832. <« 1833. 3 111 1834 4 (( 1835 1 i( 1836 1 a 1837 1 i( 1838 1 it 1839 2 ' ill the middle of November last, there was sent from the landing on the opposite side of the Monongahela river, from Jones ferry to Saw Mill farm, about 75 boat loads of coal — carrying 245,000 bushels. Boats and cargoes valued at $18,000. About the same quantity came down from the country along the Monongahela. The total value of coal annually shipped south from the Monongahela and from the mines opposite Pittsburgh may be estimated at about $100,- OOO." COAL TOWING AND COAL TRADE. In the New Orleans Times- Democrat of 1883 the followins: mterestmg account of moving, towing and floating coal on the Ohio and Mississippi rivers is given : — THE JOSEPH B. WILLIAMS HER CHAMPION TOW AND OTHER INTERESTING DATA IN CONNECTION THEREWITH. " The Joseph B. Williams, that arrived at Bayou Sara a few days ago and turned back up the river from that point, brought from the Ohio the largest tow ever handled by a towboat. Her tow consisted of eight boats and one barge of coal, left at the mouth of Red River ; 25 boats of coal for Bayou Sara — in all 700,000 bushels; a barge of hay, and a barge of fuel; the total tonnage of which — coal, hay and fuel — amounted to 30,000 tons. An idea of the magnitude of this cargo can be had when we state that, if sent by railroad, 2,000 cars would be required for its transportation; that would take &Q engines to haul, and which, if hitched together in one continuous train, would extend a distance of twelve miles. If the coal was heaped in a pile, it would cover a space 300 feet square and eleven feet high. The Joseph B. Williams has been dis- tinguished for being the largest and most powerful towboat ever built, and for handling successfully great tows. On her last trip up she made the run from Helena to Memphis in the remarkable time of four hours thirteen and a half minutes, the fastest ever made, and now she has topped the pinnacle of her fame by bringing down the river the greatest of tows. The coal brought by the Williams belongs to" the Grand Lake 32 498 Gould's history of river navigation. Coal Company, for which Messrs. Desforges, Montaguet & Co., of this city, are the agents. In connection with this same subject we present some facts about coal that will prove interesting : — THE EARLY HISTORY AND DEVELOPMENT OF COAL is very obscure. It appears to have been used by the ancients to a limited extent. The American Cyclopaedia says : " The first notice we find in official records of the development of coal in England — the first country in which the mining of coal became a commercial industry — is the receipt of twelve cart-loads of ' fossil fuel ' by the Abbey of Peterborough in 850. The first evidence, however, of regular mining opera- tions is found in the books of the Bishop of Durham, by whom, in 1180, several leases were issued for mining ' pit coal,' a term since common among the English miners and writers on coal." THE FIRST MINING AND USE OF COAL IN THE WEST, of which we have record, was in 1811, and is as follows: — The attention of Robert Fulton and his friend. Chancellor Livingston, after their great success upon the Hudson River, was turned toward the great rivers of the West — the Ohio and Mississippi — and in April of this year (1811) they made an arrangement with Mr. Roosvelt, of New York, to visit these rivers and make an exploration of them for the purpose of forming an opinion whether they admitted of steamboat navigation or not. Mr. Roosvelt surveyed the rivers from Pittsburgh to New Orleans, and his report being favorable it was decided to build a steamboat at this time. This was done under the direction and superintendence of Mr. Roosvelt, and in the course of the year 1811 the first boat was launched on the Ohio. It was called the New Orleans and intended to ply between the city of Natchez and the city of New Orleans. In the month of October it left Pittsburgh upon its experimental voyage. Upon his first voyage of exploration Mr. Roosvelt had dis- covered two beds of coal about 120 miles below the falls of the Ohio. He took with him upon this second voyage tools and implements to work the coal mines, intending to take enough to make the downward voyage. The first coal fleet to descend the Mississippi on record was that of two flats in 1829. The coal was mined at Bon Har- bor, three miles below Owensboro, Ky., and was shipped in two flats eighty feet long, fifteen feet wide, and loaded to FIRST COAL TOWED TO NEW ORLEAXS. 499 draw four feet. This coal was sold to the Labranche sugar plantation in this State, just this side of the Red Church. One of the men who helped to build these flats, load the coal and boat it to its destination, was Capt. George (Natural) Miller, now running the Saline to Boeuf River. The first coal to arrive in this city in tow of a steamboat was in February, 1854, and the following mention was made of its arrival by a paper published in this city at that time : " The towboat Crescent City, Capt. Cochran, arrived on Wed- nesday, the 1st, from Pittsburg, with three barges coal, and one barge coke, in all 64,000 bushels. The Crescent City be- longs to Mr. George Leadlie, of Pittsburgh, and is consigned to Mr. C. A. Miltenberger. She brings the first coal ever towed to this market, and will easily bring eight barges on a trip." SECOND TOW-BOAT WITH COAL AT NEW ORLEANS. The second tow to arrive here was ten barges of about 100,000 bushels, brought by the towboat James Guthrie, in April, 1854. The Guthrie was owned by Simpson Hornor and Hyatt, of Pittsburgh, and came through with her tow from Louisville in four days. A statement before us, published in Pittsburgh, reports that, "During the week which followed the rise of the river in No- vember (1834) there was sent from the landing on the oppo- site side of the Monongahela River from Jones' Ferry to Saw Mill Run about seventy-five boats, carrying 245,000 bushels of coal. About the same amount passed down from the country along the Monongahela above Pittsburgh. The total value of coal from the banks around Pittsburgh may be esti- mated at about $100,000. It is rapidly increasing in amount as it becomes more generally used upon the lower rivers." Some idea of how rapidly the consumption of coal has in- creased, as above predicted, forty-nine years ago, may be had from the following paragraph from a recent coal statement published at Pittsburgh, (May 5, 1883) : " One thing is very certain, at the present rate of export the day will come when Pittsburgh will have to shut down on such heavy shipments if we intend to retain our place as a cheap manufacturing center." In 1869 the coal shipments from Pittsburg amounted to 4,670,000 bushels; this year, up to the present day, over 25,000,000 bushels have been shipped." Respecting the recent coal run from Pittsburgh the Commer- cial-Gazette of the 13th gives some facts that speak eloquently of the great facility and economy of river in contradistinction to rail transportation. 500 Gould's history of river navigation. The first of the run of the 10,000,000 bushels of coal com- inof out on the recent rise in the river will arrive this evenin^o'. and the coal fleet will be arriving and passing for two or three days. About one-third of it is intended for this market; the balance goes to points below. This immense amount of coal, because of the fact that it cannot come in advance of the rise in the river, will be about one week making the voyage from Pittsburgh to Cincinnati. When there is abundant water all the way the voyage is usually made in about four days. In these 10,000,000 bushels there are 360,000 tons. If it were piled up on the square bounded by Fourth, Vine, Fifth and Race streets, it would be a fraction over ninety-seven feet hiofh or seven feet hiofher than the Commercial- Gazette office. It would cover an area of fifty acres, by many considered a fair sized farm — eight feet deep. handling coal by rail and water. A comparison of the facility and cost of transportation of such a mass, as between the river and rail, presents not only some interesting, but surprising results. The average coal car carries fifteen tons, so that it would require 24,000 cars to transport this 360,000 tons. Twenty-two cars, each laden with fifteen tons, is the full capacity of the average freight locomotive, so that 1,091 trains would be necessary. The cars average in length thirty feet, and with the locomotive and a caboose, each train of twenty-two cars would be 700 feet long. The 1,091 trains, placed close one after the other, would make a line of 144 miles, which is only eight miles less than one-half the distance between Cincinnati and Pitts- burgh by the Panhandle road. The Panhandle road changes its freight locomotives at Den- nison and Columbus, so thnt three locomotives are used in the trip between Cincinnati and Pittsburgh. This would make necessary 3,273 changes of locomotives to haul the 1,091 trains. The Panhandle road could probably send twenty coal trains over its road daily if they were loaded and ready to be started, though it would take thirty-six hours for each train to pass between the two cities. It would take fifty-five days, upon this estimate, to bring as much coal to the city as is now coming on this rise. The cost of towing this 10,000,000 bushels of coal to this city will not exceed $125,000. One cent per ton per mile is considered as low as railroads can afford to carry freight. The distance between Pittsburgh and Cincinnati by rail is 313 miles. Suppose coal could be carried at three-fourths of one cent per FIFTEEN THOUSAND SQUARE MILES OF COAL. 501 ton per mile, each ton would cost $2.35, and the 860,000 tons ■iver from Pittsburgh is almost wholly drawn from the four "pools" of the Mononga- hela river that are stocked by fifty-nine firms of operators, 504 GOULD S HISTORY OF RIVER NAVIGATION. employing the services of 8,860 hands, at annual wages aver- aging $3,177,000, and producing an output averaging 98,- 580,000 bushels per year. These figures are not precise, of course, being subject to the very important disturbing elements of "strikes," unre- munerative markets and difficulties in running coal caused by low stages of water in the river ; but the amounts stated form a fair average for the operations of a good season when the mines are productive up to their ordinary capacity. The amounts passing the locks of the Monongahela Nav- igation Company represents the totals taken out of that stream and actually consumed in Pittsburgh and shipped to- markets along the Ohio River and below. The following are statistics from the records of the company named: — STATEMENT, IN BUSHELS OF COAL AND SLACK SHIPPED FROM THE SEVERAL POOLS OF THE MONONGAHELA SLACK-WATER ANNUALLY FOR THE YEARS NAMED. Year. 1844. 1845 . 1846 1847 1848 . 1849 1850 . 1851 1852 . 1853. 1854 1855. 1856 , 1657 1858 BasbelB. Year. 1859 1860 , 1861 1862. 1863 . 186-1 1865 1866 1867 1868, 1869 1870 . 1871. 1872 . 1873, Bushels. 28,286 37,947 20,865 18,583 26,444 35,070 39,522 42,615 30,072, 45,301, 52,512! 57,596 48,621. 54,208, 58,276. Year. 1874 1875 1876 1877 1878 1879 1880 1881 1882 , 1883 1884. 1885 1886 Bushels. Total 67,821,200 63,707.500 68,481,000 79,480,918 76,825,255 65,588.000 84,048,350 86,254,660 101,434,700 108,487,800 79,269,100 82,459,050 109,895,147 1,869,960,776 In addition to the coal produced along the Monongahela and handled by water, the collieries along the railways diverging from Pittsburgh produce nearly 150,000,000 bushels in every ordinary year, of which 60 per cent, is probably consumed by Pittsburgh, and the remainder is shipped by rail directly from the mines to interior Western markets. There are no official statistics of the consumption of coal in Pittsburgh, so that it is impossible to state with precision what proportion of the total outputs of the mines goes to other markets. Concerning the effect of introducing natural gas as a man- ufacturing fuel. Colonel Thurston, above quoted as an intel- ligent writer, while on the subject of coal in connection with Pittsburgh's industrial resources, has to say : — " At first it would seem to threaten a decadence of the coal COST OF TRANSPORTING COAL. 505 trade. But it is not unlikely it may increase the consumption of coal and thus even enhance the value of coal lands around Pittsburgh and the returns therefrom. While natural gas has almost entirely supplanted coal as a manufacturing fuel at Pittsburgh, this is possibly only a forerunner of a greater use of coal. The advantage in thus using gas is so great that even were the supply of natural gas to fail, the commercial manu- facturing world would still require gas fuel from coal and preclude the return to crude coal heat. Ignoring the ques- tion of cheapness of gas over coal where the consumption is made at or in the near adjacencies to the well, the other ad- vantages of gas fuel already established would enforce its use under a similarity of cost. The use of gas, whether of na- ture's production or from artificial supply, being primary, its obtainment from such material as will produce it most satis- factory in all respects follows. Of all substances bituminous coal, and of all coals that of the Pittsburgh seam, is pre-emi- nent. If artificial gas is to be had, the best quality and at the least cost is imperative. Where the gas is not in a vicinage artificial methods of conducting it there will be tried. At present the means of piping natural gas long distances are not economical, and its natural progress of flow seems limited, the appliances of artificial propulsion so far seeming to add so much to its cost as to overcome its desirability over coal fuel. " The transportation of coal and its cost are fixed commercial facts. Where manufacturing facilities exist coal can easily be laid down in proximity to the fires to be fed. The coal of the Pittsburgh seam can therefore be made easily available at whatever point manufacturing fuel is demanded, and the great storage of the gas therein, cheaply transported, unlocked and used, while the coal fuel in form of coke, of a value quite equal to the coal, remains for other fuel uses, not to take into account other products which result from the distillation of coal for the production of gas. Of these latter there are a number ; and skillful chemical handling and economical management would evolve other marketable residuums. It is, therefore, very probable that while the use of natural gas may decrease the consumption of coal at Pittsburgh, it will in- crease it in other localities, and the coal seams of Pittsburgh be more than ever valuable. For the carriage of coal, water highways are the cheapest, and the unsurpassed system of rivers by which the coal ti'ade of Pittsburgh reaches the West and South is unrivaled, even enabling, when tonnage is wanted in interiors where the rivers do not reach, long distances of 506 Gould's history of river navigation. railway transportation to be cut off, and such carriage re- duced to short hauls." THE COKE TRADE. The coke business of Pittsburgh depends for its supplies upon the Connellsville region, as only a small amount of this article is produced in the city itself. All the great coke com- panies have their principal oflSces here, however, and their financial transactions make no unimportant part of the daily clearing-house returns. The Connellsville coke has made Pittsburgh manufacturers what they are, and the product is in demand all over the United States where metal working or smelting is engaged in. The first market consignment of this coke to a distance was made in 1842, when two boat-loads, aggregating 1,600 bush- els, were taken to Cincinnati. Since then the business has absorbed nearly $7,000,000 in plants alone, and the annual product taken by the general market will now average over 4,000,000 tons. Specifically the business engages 77 separate firms and corporations, representing 10,788 ovens, consuming annually in average years 180,000,000 bushels of coal, or 7,500,000 tons, and the wages disbursed amount to over $4,000,- 000 annually. The value of the product varies, like any other stable commodity, with the current market price,but a safe esti- mate of value for each year's output would be $6,000,000. In summing up these subjects of coal and coke, and they should be mentioned together since the cokeries mine their own coal, there are, in all the divisions of the business, 204 coller- ies, employing 27,680 hands, at wages amounting yearly to $11,- 150,000 ; the value of improvements, exclusive of cost of coal lands, is $12,000,000, and the sales reach about $25,000,000 on on the 430,000,000 bushels, or 17,200,000tons mined annually. Of this enormous aggregate fully 40 per cent, finds a mar- ket through the medium of the river transportation lines far more cheaply than would otherwise be possible. THE RIVER INTERESTS. Upon this material subject, as related to Pittsburgh trad e, Superintendent Follansbee, the chief executive officer of the Pittsburgh Chamber of Commerce says : — *' Steam towing on the rivers of the United States has been very largely the means of resuscitating the river trade, threat- ened with almost extinction by the construction of railroads. By it Pittsburgh has sent forth hundreds of millions of tons of coal, iron, and general merchandise throughout theentireOhio STEAMBOATS AND BARGES OWNED AT PITTSBURGH. 507 and Mississippi Valleys. Her position in commerce has thus been maintained and an economic check imposed upon the trans- portation charges in this vast territory of paramount influence." As an example of what is claimed, Mr. FoUansbee cites the trip made in February, 1882, by the steamer Jos. B. Williams, that left Louisville for New Orleans with a tow of 26 coal- boats and barges, containing 600,000 bushels of coal, or 22,- 800 tons, a load far greater than any ever carried by the Great Eastern and without parallel in the transportation annals of any country. The charges for carriage of this immense tonnage from Pittsburgh to New Orleans, a distance of 2,000 miles, were at the rate of 4 cents per bushel, or one-twentieth of 1 cent per ton per mile, a freight rate that, as the writer re- marks, " would bankrupt any railroad in the United States." In 1881 the boating interests of Pittsburgh were represented as follows : — Tons. 163 steam passenger and tow boats 36,846 45 model barges 16,243 1 ,500 coal-barges ) 500 coal-boats \ 1 ,306,884 1,000 coal-flats J 3,208 vessels, with tonnage of 1,359,972 Capital invested $7,447,000 Hands employed 3,260 Freight earnings during the year $2,400,000 Since the year named, with the exception noted below, when the above statistics were gathered for a special report, no precise figures have been preserved or are now attainable, and reference is directed to the port list of boats at Pittsburgh for the year 1866 for later figures, although the Government does not include in its port registers the barges, boats, and flats used in the carrying trade. An estimate made in 1884, however, places the tonnage of Pittsburgh in this latter class at 2,000 barges, 60 model barges, 1,200 coal-boats, and 900 flats, valued at about $7,000,000. These figures will not, it is believed, vary much from the present tonnage of these transports. In this year above given (1884) the port list of Pittsburgh shows 163 steam vessels registered, having a total tonnage of 32,914.07, employing a capital of $9,740,000, 3,500 hands, and producing revenues from freights amount- ing to about $3,000,000. The completion of the Davis Island Dam, at Pittsburgh, will add greatly to the harbor facilities of the city. This work has cost the United States Government nearly $1,000,- 000, and furnishes a pool 7 feet deep, covering an area of 508 Gould's history of eiver navigation. 1.62 square miles, sufficient for the harborage of over 12,000 steamboats and barges. The lock length of this dam is 600 feet, with a width of 110 feet, thus making it the largest and longest lock in the world. From the date of the construction of the New Orleans, in 1811 up to the present, steamboat building has been an im- portant feature in Pittsburgh's industrial career. It is esti- mated that one complete steamer has been turned out from her shops and boat-yards weekly for more than a quarter of a century, beginning with the year 1842. During this period not only have a number of iron and steel steamers of light draught been built for foreign river navigation, but fully one- half of the steam fleet navigatino; Western waters has been constructed here. Steamboats for general freight and pas- senger service are turned out at these yards requiring only a draught of 2 feet, with a tonnage capacity enabling owners to make handsome profits at half the tolls customarily charged upon railroads for like service. For Pittsburgh alone it is estimated that the average ton- nage to the account of each steamer conveying coal and cok© in tows is 5,500 per half trip. REPORT from chamber OF COMMERCE. Approaching the subject of Pittsburgh's carrying trade by- river and rail, any full statement of tonnage, claisification,. and direction of shipments for a series of years is found to be well-nigh impracticable, owing to the lack of procurable defi- nite data. The only statement pretending to accuracy or official character is that made for the year 1881 by Superin- tendent Folhmsbee, of the Chamber of Commerce of Pitts- burgh, in a report upon the " Commerce, Industrial and Transportation interests of the city of Pittsburgh," published as an appendix to the Report of the Chief of the Bureau of Statistics, Treasury Department, on the internal commerce of the United States in December, 1882. Mr. FoUansbee says : — " The shipments from this city to points below, reaching as far South as New Orleans, for the year 1881, we find to be : Tons. Coal and coke, 75,000,000 bushels, or 2,884,610 Shipped by Saint Louis lines: Steel rails 56,576 Bar-iron, sheet-iron, splices, glassware, etc 18,827 75,403 By Cincinnati, Portsmouth and Louisville boats : Shipments composed principally of iron, steel, nails, window-glass, glass-ware, plows, etc 33,750 BEACON LIGHT STATIONS. 509 CHAPTER LXYII. BEACON LIGHT SERVICE ON WESTERN RIVERS. BY an act of Congress approved June 23d, 1874, the juris- diction of the Light House Board was extended over the Mississippi, Missouri and Ohio rivers, for the establishment of such " Beacon Lights, " day beacons and buoys as may be necessary for the use of vessels navigating those streams. The rivers were divided in two districts. The 14th, from Pittsburgh, Pa., to New Orleans. The 15th, from St. Paul, Minn., to Cairo, 111., and Missouri River from Kansas City to its mouth. The first beacon established on the Mississippi River was on the dike below River Des Peres on December 4th, 1874. The work in the 15th district was then in charge of Commander R. R. Wallace, U. S. N. The 14th district was in charge of Commander Jos. Fyffe, U. S. N. The work in the 15th district coming more directly under the observation of the writer can say without any disparage- ment to other inspectors that, after numerous experiments, aided by the advice of masters and pilots generally, Com- mander Wallace soon overcame the diflScuJties of this new work and had his most important aid to navigation fully rec- ognized as invaluable. On April 1st, 1876, the boundaries of the two river districts were changed. The 14th, from Cairo, 111., to Pittsburgh. The 15th, from St. Paul to New Orleans, including the Mis- souri river. On January 1st, 1887, owing to the great increase of the number of light stations the 16th district was formed by dividing the 15th. The territory of the 16th being from Cairo, 111., to New Orleans. Since 1874 there has been added the Great Kanawha, Ten- nessee, Illinois and mouth of Red River, all of which are now well lighted. The number of stations in the different streams are as fol- lows : — Mississippi River from St. Paul to Cairo 359 " " " Cairo to New Orleans 320 Mouth of Red River 7 Ohio River from Pittsburgh to Cairo 453 Kanawha River 27 Tennessee River 37 Illinois River 37 Missouri River 27 Total number of stations on Western rivers 1,276 510 Gould's history of river navigation. The lighting of AVestern rivers has been under the immedi- ate supervision of naval officers detailed for that purpose. Their work has given entire satisfaction, though the smallness of appropriations has prevented them from establishing as many beacon lights as are required. They have lighted all the dangerous crossings and navigation is made comparatively easy. Frequent trips are made over the territory of the different districts by their respective inspectors, and the stations moved to suit changed channels, keepers paid, supplied, &c. The appropriations for this service have been increased from time to time, commencing in 1874 with $50,000, the last one in 1888 was $225,000. COST OF EACH BEACON LIGHT. It is estimated that it costs a little less than $10 each per month to maintain these lights, in addition to the cost of the tender for visiting the different stations. There are 1,226 stations in the three districts. If those on the Missouri River were discontinued and added to those which need more lights, it would be the proper thing to do, as they are no longer of any service on the Missouri ; but it re- quires an act of Congress to do it. And it is presumed mem- bers of Congress from that State would object. For as long as they continue to appropriate money to improve the navi- gation of the stream, to be consistent, they must insist upon its being lighted, although it has been virtually abandoned by steamboats, without any probability of their ever finding profitable employment upon it again. AH who know anything practically of navigation are aware of the great benefit these lights are to navigators, and espec- ially in dark stormy nights and shifting channels. No one knows the relief it affords under such circumstances to the anxious officers on watch unless they have exiDerienced it. Going down the Mississippi with a deejjly laden boat, drawing nearly all the water, on a dark stormy night, with the leadsman crying no bottom — deep four, half three,, marked three, half twain, mark twain, quarter less twain, nine feet, with every optic strained to catch sight of a '* big break" on the one side, and a snag on the other, and the beacon light so long coming in sight, places one in a good state of mind to appreciate its illuminating power when it looms up in the distance, and he wonders how we ever managed to get along without them. And yet, if they are not located just where he thinks they ought to be, or for any reason the keeper has failed to light up in time or the Tender, has been CRITICISMS OF A PILOT. 511 delayed in its constant rounds, the complaints are long and loud of neglect, inefficiency, failure of the system, etc. And yet all are ready to admit that no other adjunct to our navigation has resulted in half the benefit for the money in- vested that this has. Still the system is by no means perfect, nor is it to be supposed the officers in charge are always above criticism. The following quotation from the New Orleans Times- Democrat over the signature Pilot may be read with interest and is undoubtedly a just criticism : — THE BEACON LIGHT SERVICE. To the Editor Times-Democrat. Next to the work of improving the channels of the rivers, unless we except the snag-boat service, the greatest aid to better and safer navigation given by the government is the es- tablishment of the Beacon Light Service. An ever present and true monitor, they point us to the ways we should follow or avoid in the time of floods as well as low water, and turn- ing night into day, as it were, they lessen delays and add to safety. But like the fickle river, which brooks not restraint and obeys but its own whim in its progress to the sea, the beacon that assures safety as we pass up, may lead to danger as we return down, and their station can no more be fixed than can the currents by which they stand as sentinels be con- trolled, and in acknowledgment of this is not only the fact that information from masters and pilots as to changes of lo- cality that may have become necessary is sought and acted upon by the officials in charge, but the further fact that Con- gress, at its last session, subdivided the district to the end that the recognized and increasing needs of the service might be the better met. But in making appropriations therefor Congress was guided almost solely by the estimates submitted of the amount needed for its proper maintenance, and while it was surely expected that no part of the appropriation would be needlessly spent, it was just as surely intended that its dis- bursement would be made in accordance with the demands of the service, limited only by honest judgment, and uninflu- enced by motives of parsimony or mistaken economy. And this leads me to speak of an act of omission and commission on the part of Lieut. O'Kane, of which it is to be earnestly hoped his successor, Commander Bridgman, now in charge, will not prove guilty. Lieut. O'Kane, while a conscientious and capable officer, was possessed with the idea that, happen 512 Gould's history of kiver navigation. what might, his expenditures must remain well and safely within his allowance, and so rigidly and invariably did he live up to that idea, it is said, that the year before last he reported an unexpended balance of $10,000, and last year $5,000, a re- sult the fruit of which was to the immediate and serious im- pairment of the service in two ways at least. 1. Because when the necessity of another and new light at a given locality became apparent, instead of placing it there at once, that overruling fear of such an outlay would manifest itself, and to avoid this called- for increase in the number of lights, one would, very often, be discontinued at some other point and established instead at the new locality ; thus hap- pily (?) meeting an exigency without additional cost, though at the expense may be of some other locality ; as much as to say, in other words, we know that new and additional lights are needed from time to time, and we have the money with which to supply them, but we don't want to spend it, and, therefore, you must manage, through changing the lights from place to place, to get along with what you have. 2. Because by the saving of such balances from year to year the lie is given to the estimates upon w'hich the appropriation is based, and justification given to Congress in cutting them down be- cause of the fact made so patent thereby that the amount asked for will not be needed. This, I believe, is not the kind of service the government intended, and I am certain the exi- gencies require, and if any one will tell me that Congress in making a specific appropriation for a specified object, con- templated or would approve of such a rule, I'll not believe it. And if Lieut. Bridgman would do justice to himself and to the Beacon Light Service, he must avoid the rule of his predecessor in this particular, and be guided and controlled only by the exigency of the demand and the means at his dis- posal. Respectfully, Pilot, PACKET COMPANIES. 513 CHAPTER LXyill. UPPER MISSISSIPPI PACKET COMPANIES. [From Sharf's History of St. Louis.] i^nr^HE St. Louis & Keokuk Packet Company was formed J- January 1, 1842. John S. McCune and Jas. E. Yate- man were the principal stockholders. The Di Vernon was their first boat. She was built at St. Louis at a cost of $16,000, and started on her first trip to Keokuk in the autumn of that year. "In the spring of 1843 she commenced running regularly, and, with two other transient boats, made a daily line, except Sundays, which continued throughout the season. " During the following winter the Laclede was built and the Boreas was purchased. With these three boats they opened the season of 1844, and secured a contract for carrying the mail." "During this season an opposition line was organized with three boats — the Swallow, the Anthony "Wayne, and the Edward Bates. " They continued to run until mid-summer, when the oppo- sition line was withdrawn, and the Edward Bates, a fine new boat was purchased by the old company. " In the spring of 1846, the Lucy Bertram, a new boat, was added to the line, and in 1847 the Kate Kerney was built. " In 1850, another Di Vernon was built at St. Louis, at a cost of $49,000, a sum that was considered fabulous at that time for a steamboat. " In the spring of that .year another opposition line was started with three steamers — Monongahela, New England and Mary Stephens." The two lines continued nearly throughout the season. One boat of each line left St. Louis every week day evening, side by side doing the best they could, and sparing no expense for fuel or other expenses, and carrying freight and passengers at any price they could get. The contest continued until they had lost some $50,000, when the opposition was withdrawn, and the boats sold at auction, the old company buying the New England. The Jennie Deans was built in the summer of 1852, and the New Lucy in the fall of the same year. She was burned at the wharf about six weeks after she was finished. In 1853 the Westerner was built, and another Kate Kerney. Subsequently those were added to the line. From time to time 33 514 Gould's history of river navigation. Sam Gaty, Keokuk, Quiiicy, Ben Campbell, Prairie State, G. McGee, Glauciis, Kegulator, Jennie Lind, Connawago, Win- chester, York State, Tliomas Swan, and others. In 1852, the company established a line from St. Louis to Quincy. Running one to Keokuk, and one to Quincy, daily, except Sundays. They were known as the Quincy Packets and the Keokuk Mail Packets. The eminent success of this, the lirst organized packet company on the Upper Mississippi, was so great, and the re- sult so satisfactory to the owners and the public, that other companies were soon organized, not only on the Mississippi above St. Louis, but on the Missouri and Illinois, as well as on most navigable rivers in the valley. While the Cincinnati & Louisville Mail line antedated the Keokuk Packet Co. by more than twenty years, such was the popularity of the latter, that it was about as well known at this time (1857) as was the former, which was established in 1818. popularity of this line. The regularity and promptness with which it started from port and made its trips, soon became known, and was so satis- factory to the public and its patrons, and was suchau improve- ment over the usual custom, of delaying departure for hours after the advertised time, and sometimes for days, that it grew rapidly into favor, and its patronage was unprecedented, and probably did more to advance the commercial interest of St. Louis, and for the settlement of the country bordering on that portion through which it run, than all other causes combined. The stockholders of this company, of whom John S. McCune was one of the principal, and furnished the brain power and the energy for the whole, were equal to the times and to its opportunity, and the line was provided with the best boats, and managed in such a way that its popularity corttinued to increase until the stock of the Keokuk Packet company was considered the best in the market, and very little of it for sale for several years The extinguishing of Indian titles, and the opening of the Northwest to bcttlement, stimulated emigration, and the rush to the Upper Mississippi, to "spy out the land," was im- mense about this time, or a little earlier. The result was a rapid increase of the number and character of steamboats on the Upper Mississippi, and while for several years a profitable business was done by all, the supply soon exceeded the de- mand, as it usually has in all steamboat business on Western waters. EARLY BOATS IN THE KEOKUK TRADE. 515 Before attempting a description of the various packet com- panies which followed, it may be proper to refer to this part of the river before any companies were formed. The Keokuk trade was recognized as such, many years prior to the organization of any steamboat company. All early settlers, as well as old I)oatmen, will remember the Rosalie, Capt. Mike Littelton ; the Quincy, (kpt. Cameron ; the Boreas, Capt Fitheon ; the Knickerbocker, Capt. Gould, and many others long since forgotten. BOATS AND BOATMEN ON UPPER MISSISSIPPI. There was also many boats running above the rapids from St. Louis. Among which will be recollected the Warrior, Capt. Throckmorton ; the Winnebago, Capt.Atchinson ; the Joe Davis, Capt. Scribe Harris ; the Pizarro, Capt. Smith Harris ; the Rolla, Capt. Reynolds; the Gypsy, Capt. Gray; the St. Croix, Capt. Bersie: the Illinois, Capt. McCalister; the Rapids, Capt. Cole; the Fulton, Capt. Orrin Smith ; the Brazil, the Irene, the lone, the Time and Tide, the Falcon, the St. Peters, the Montank, and many others. Stimulated by the success of the Keokuk company, which succeeded in holding its business in spite of the effort made by so large a number of boats running through its territory to divide it, determined to organize into companies, and manage their business in a more systematic manner. The result was the formation of several companies in rapid succession. Among the first was one from Galena to St. Paul, known as the "Galen, Dubuque & Minnesota Packet Co," Orrin Smith, President. Minnesota was then the great point of attraction for immigrants, and the pine lands of Wis- consin had just come into notice, which gave to this company an immense business, and they at once commenced buildino- boats to accommodate their trade, and could hardly supply the demand fast enough. They bought everything that offered, that was at all suited to the trade, and built as many as five or six boats in one season, the largest and finest that had ever been above -St. Louis, not excepting the famous Keokuk packets. Soon after this organization, or about 1857-8, the boats in the trade between St. Louis and St. Paul decided it was neces- sary to do something to protect themselves against the exces- sive competition existing between them, and decided to make a joint arrangement and run their boats regularly, and on stated days — dividing the time and the business as judiciously and as fairly as they could. The result was, there was some 516 Gould's history of river navigation. ten or more boats included in this arranojement, which after running some two years, organized a joint stock company ^ known as the Northern Line Packet Co., and elected Capt. James AVard, President, and Capt. Thomas H. Griffith, Secre- tary and Treasurer. This was a good line of boats, and ran suc- cessfully for several years through from St. Louis to St. Paul. Before the completion of the canal at Keokuk, during low water, they divided their boats and ran a part from the head of the Rapids to St. Paul, and a part from Keokuk to St. Louis. Thus affording acceptable facilities to the public, and the commerce of the Upper Mississippi, as could be ex- pected until the completion of the canal, and the improvement of the upper rapids. These important improvements added greatly to the facili- ties of transportation in that trade, and created an induce- ment to increase the size of boats, and to run them through from St. Louis to St. Paul. About that time, or in 1864, Capt. Wm. F. Davidson, who had been largly interested in boats, engaged in running to St. Paul from La Crosse, and from the Minnesota River, and had established what was known as the North-west Union Packet Co., by combining the interests of several other com- panies that had been driven from their respective trades by the extention of railroads, proposed to run his boats through to St. Louis. Thus becoming an active competitor for the business of the Northern Line Co., and also of the Keokuk Co. But in 1868, the Northern Line and the North-west Union Packet Co. consolidated, and the next season all ran under the joint arrangement, and ran through to St. Louis, with Thmas B, Rhodes, President, and Thos. H. Griffith, Secretary. There was some twenty boats and man}'^ barges belonging to this organization. Many of them large, line boats, and they proved strong competitors for the business of the Keokuk line. But after running one season a compromise was effected with the Keokuk Packet Company, and a new organization was created, which was known as the " Keokuk Northern Line Packet Company," with a capital stock of $750,000 made up by the aggregation of the appraised value of the stock of both companies. John S. McCune was made President, and T. H. Griffith, Secretary. It was an immense corporation, and with much more stock than they had business for. But as long as Mr. McCune lived, the company was so well managed it seemed prosperous. Although the depreciation of so much idle stock, and the TWO DESTRUCTIVE AGENCIES AT WORK. 517 competition with railroads that had now reached almost every point on the river seemed to threaten the company with an- nihilation sooner or later. It probably never declared a divi- dend to the holders of stock of the new company. Unfortunately Mr. McCune died about that time or in 1874. Soon after his death a serious difficulty arose about his suc- cessor, Capt. Davidson beino; the opposing candidate for the succession. But the mantle from Mr. McCune was, after a lono; and bitter struggle, finally thrown upon the shoulders of David Hawkins, one of the directors, and a stockholder in the old Northern Line Company. But from that time to the death of Capt. Davidson and Capt. R. C. Gray, of Pittsburgh, who was a large stockholder, and always a director, the company was in litigation, aad in the courts some fifteen years, sufficiently long to absorb the value of a company's stock of far more value than that of the Keokuk Northern Line at the time it was closed out. Here were two agencies, either of which was quite sufficient to consume and blot from existence any steamboat company at work, to destroy one of the most favorably located and well organized companies on VV^estern waters — a Miter feud be- tween stockholders on the one side, and a combination of railroads on the other, and the result was as it always is and always will be in similar cases. In 1881, the St. Louis & St. Paul Packet Company was organized as a successor to the Keokuk Northern Line Com- pany, Wm. F. Davidson, President, F. S. Johnston, Secretary, with a capital of $100,000. It still continues, 1889,* to main- tain the trade between St. Louis and St. Paul, in conjunction with a line known as the " Diamond Joe Line." But the pres- tige and the fame that so long attached to the numerous Upper Mississippi Packet Companies, and rendered them the pride and the boast of the whole Mississippi Valley, as well as of the thousands of tourists that annually resort to this beautiful river, seems to have passed under a cloud, and become obscured or nearly so, by the overpowering influence of railroads. But those who are familiar with the picturesque scenery and the delights of a passage on this, the most beautiful of all American rivers, will never believe it will be abandoned or lose its attraction, at least for summer travelers and tourists, unless the navigation shall become so difficult and dangerous from the multiplication of railroad bridges as to render steam- boat traveling unsafe or unpleasant. * St, Louis & St. Paul Packet Co. since sold out. 518 Gould's history of river navigation. In 1880, the " St. Louis & St. Paul Passeno^er aud Freight Line," was incorporated under the hiws of Wisconsin. The general office was located at LaCrosse, with Capt. P. L. Da- vidson, President, and Lafayette Hohnes, Secretary. Its boats were of large capacity and light draft, and did a large freight- ing business. DIAMOND JOE AND OTHER LINES. The Diamond Joe Line was established in 1867 by Joseph Reynolds, with a single boat, and used principally in handling his own freight, at points on the Mississippi above Dubuque. Mr. Reynolds continued to increase his stock, by adding boats and barges until the Diamond Joe Line has become a success- ful competitor for a large proportion of the trade above St. Louis. The principal office is at Dubuque, with Joseph Rey- nolds manager and owner and Capt. E. M. Dickey general agent. The Eagle Packet Co., originally the St. Louis & Alton Packet Co., has increased its stock and extended its business to Clarksville, 75 miles further up the Mississippi. It has several boats and barges engaged in towing rock, railroad ties, lumber, etc. Capt. Williams, President; Capt. Henry Lyhe, General Manager ; principal office, Alton, 111. The St. Louis & Alton Packet Co. was one of the first companies organized, to run above St. Louis, and has been continued under numerous administrations with varied suc- cess. Before the completion of the railroads from Alton to St. Louis, the trade was large and prosperous and some of the finest and fastest boats running to St. Louis were in theAlton trade. MINNESOTA PACKET COMPANY. The following concise history from Capt. R. Blakeley, a veteran of St. Paul, one of the origiual organizers of the famous Minnesota Packet Co., embraces the names of so many well known steamboats and individuals still living, that a more detailed account than is usual in this work may prove of in- terest, and serve to awaken pleasant recollections of perhaps the most active period in the history of this great industry. While many of the prominent actors have launched their frail barques on more peaceful waters, those that remain may remember with much satisfaction the stirring times on the Upper Mississippi during the existence of the world-renowned Galena, Dubuque and Minnesota Packet Co. This Company was organized June 8th, 1847. During the winter M. W. Lodwick and R. Blakeley went to Cincinnati and bought the steamboat Dr. Franklin which was put on the HISTORY OF GALENA, DUBUQUE & MINN. PACKET CO. 519 river from Galena to St. Paul in ttie spring of the year 1848, M. W. Lodvvick, captain, and R. Blakely, clerlv. In tlie spring of tlie year 1849, tlie steamer Senator, Captain Orrin Smith, was added and in 1850 the Nominee, Capt. Smith, replaced the Senator. In the fall of 1851 Capt. M. W. Lod- wick went to the Ohio River and built the steamer Ben Camp- bell, which was added to the list. In the year 1852 the company bought some other boats for freight and low water purposes also. During the years 1850-1-2 and 3, Capt. D. S. and R. S. Harris and their friends ran the steamer AVest Newton, Dr. Franklin No. 2 and some other boats in what was called or known as the opposition line from Galena to St. Paul. The business was regarded a very lively one, if not very profitable, and almost every one in Galena, Dubuque and St. Paul took sides with either one line or the other during this contest. In the fall of the year 1853 the interest of all was consoli- dated under the name of the Galena and Minnesota Packet Company, Capt. Orrin Smith, President, and J. R. Jones, Secretary, and in the spring of the year 1854, the business opened with the following boats as the passenger boats of the line : Nominee, Captain R. Blakeley ; War Eagle, Captain D. S. Harris; Galena, Captain D. B. Morehouse; Roval Arch, E. H. Gleim. The War Eagle and Galena were new boats which were built during the fall and winter of the years 1853 and 1854, and were regarded as the best boats for high water, speed and first class accommodations. They were about 225 feet long and 27 or 28 feet beam, and very beautiful side-wheel pack- ets and were a pride of the owners and patrons. In the summer of 1855, the beautiful new packet Northern Belle, Capt. Preston Lodwick, was added to the list and proved a very popular and profitable addition to the fleet. During this season the Illinois Central Railroad was com- pleted to Dunleith, on the Mississippi River, and the packet Company made an arrangement, to run in connection with the railroad leaving Dunleith, morning and evening. On the opening of navigation in the year 1856 the line was run as the Galena, Dunleith and Minnesota Packet Company, and the following boats composed the line, War Eagle, D. L. Harris, Galena, Capt. Kennedy Lodwick; Northern Belle, Capt. Preston Lodwick; Golden Era, Capt. J. W. Parker; Lady Franklin, Capt. M. E. Lucas ; Ocean Wave, Capt. E.H. Oleim ; Lily Belle, Capt. W. H. Laughton ; Granite State, J. Y. Hurd; Alhambra, Capt. W. H. Gabbert. Royal Arch, Capt. J. J. Smith, and Greek Slave, Capt. 520 Gould's history of river navigation. Cephas GoU, ran to Rock Island to connect with the Chicago and Rock Island Railroad. This was a year of immense emi- gration and proved a profitable as well as a very active season and too much of a temptation to the people of Dubuque to be resisted and the business men, under the lead of Mr. J. B. Farley as manager, bought the Fanny Harris, Capt. Jones Worden, and probably two other boats were run during the seasons and they also made contracts to build two first class side-wheel boats :^or the year 1857. GALENA, DUNLEITH & MINNESOTA PACKET COMPANY. The Galena, Dunleith and Minnesota Packet Co., had also contracted for their new boats to be ready for the year 1857. During the winter of 1856-7 the parties interested in the Galena, Dunleith and Minnesota Packet Co. and the Dubuque Co., formed a new or consolidated line for the coming season, under the name of the Galena, Dubuque, Dunleith and Minne- sota Packet Co., Capt Orrin Smith, President; J. R. Jones, Secretary, and R. Blakeley, General Agent at Dunleith. The new boats arrived early in the season and were as follows: Grey Eagle, Capt. D. S. Harris; Northern Light, Capt. Preston Lodwick ; Milwaukee, Stephen Hewitt; Key City, Jones Worden ; Itasca, David Whitten. The Grey Eagle was 250 feet long and 35 feet beam. The Milwaukee was 250 feet long, and 35 feet beam. The Northern Light was 240 feet long and 40 feet beam. The Key City and Itasca, were 220 feet long and 35 feet beam. These boats were very light draft and were built without regard to expense and were in all respects the best boats of their size and class that ran on the Mississippi River. During the fall and winter of 1856-7 an arrangement was made with the Milwaukee & Prairie du Chien Railroad to put on a line of boats, to run in connection with the road from Prairie du Chien to St. Paul, to be called the Prairie du Chien and St. Paul Packet Line. The Milwaukee, Capt. Stephen Hewitt; Itasca, Capt. David Whitten ; Ocean Wave, Capt. E. H. Gleim, composed this line. In the summer of 1858 a line of boats belonging to the company ran from LaCrosse to St. Paul in connection with the Milwaukee & LaCrosse Railroad ; the War Eagle, Northern Belle and probably another composed this line. The boats above named continued to run on the river above Galena and Dubuque until the summer of 1862, when the property was sold and the Galena, Dubuque, Dunleith & Min- nesota Packet Co. was dissolved. THIS POPULAR COMPANY DISSOLVED IN 1862. 521 AmoDg the many and popular clerks who were employed on the line during its operation may be mentioned: John H. Mateland, John Brooks, A. L. Monfort, John Pieu, John Cochran, Jos. DuBois, Geo. H. Hamilton, Ed. Halliday, Chas. Hinde, Chas. Hargus, Geo. S. Prince and many others too numerous to mention. CHAPTER LXIX. EARLY STEAMBOATS ON THE ILLINOIS RIVER. AMONG the first of which there was any regularity may be mentioned the Friendship, Mungo Park, Tiskilwa, Daniel Hillman,Wyoming, Sygnet, LaSalle, Alvarado, Prince- ton, Avalaunch, Pearl, Beardstown, Movestar. Later they were succeeded by a little larger class, among which was the Herald, Excelsior, Timolian, Lehigh, Mount- aineer, Planter, Eureka, Kingston, Ocean Wave, Pekin, Schuyler, Martha, Prairie State, Illinois. Until 1835 there was but few boats on the Illinois River. Occasionally a boat bound for the Ohio, or for New Orleans would go up for a load, and a few ran irregularly, or when they could get a trip, and their advertisements were continued from day to day in the papers until they were loaded. Among such boats may be found the names of Criterion in 1828, Orion and Express in 1832, Miner in 1833, Lady Jack- son, Wisconsin, Cold Water, Utility, American, Springfield, Champion in 1834 ; Banner, Winnebago, Adventure, Illinois, in 1835. NAPLES PACKET COMPANY. This company was organized in 1848 by E. W. Gould and C. S. Rogers, of St. Louis, and Messrs Mather, Lamb & Ridgeley, of Springfield, Illinois, to run between St. Louis and Naples on the Illinois River, and in connection with the Sangamon & Morgan Railroad, then running from Springfield to Naples. That was among the first railroads in the West, and at that time the rails were made of flat bar iron. Afterwards it was relaid with the ordinary T rail, and the road extended to Decatur, and then to Danville, and finally to the State line, and the name changed to Great Western. The packet company was organized with two boats, the Time and Tide and the Anthony Wayne, both light draft side- wheel boats, each boat making three trips a week from St. Louis. 522 Gould's history of river navigation . It was soon apparent the trade would not support two boats, and the Anthony Wayne was withdrawn, and returned to the Upper Mississippi, where both boats had previously been engao-ed. The Time and Tide was continued in the trade for several years, until withdrawn to make room for a boat of more speed and capacity. The Niagara was purchased by the company and ran for several years, and was superseded by a new boat built by the company called Cataract. As this was the only route from Springfield and the interior of the State to St. Louis, except by stage, it soon became very popular, and was liberally pa- tronized, and frequent accessions in the capacity of the boats was necessary. THE FIVE-DAY LINE. About this time, or in 1852, what was known as the ^\five day line'' was organized, to run between St. Louis and La Salle, the head of navigation, on the Illinois river, and the terminus of the " Illinois and Michigan Canal." This was rendered necessary to accommodate the rapidly^ in- creasing travel between the East and the West, a large por- tion of which selected the "lake route" from Buffalo to Chicago. The lake boats were then of great capacity for passengers, and very elegant and fast. The canal was provided with packet boats which were fitted up in fine style for the accommodation of passengers, and would accommodate from 75 to 100 with sleeping berths, and although not capacious, was a great improvement over stage traveling, especially at night, and the meals provided were proverbially good. This route soon became popular and the patronage of the Jive-day line continued to increase, until railroad facilities were such as to furnish more direct and rapid transit between the East and West. This line was owned by individual companies, each boat be- ing run on its owner's account. There was some of the finest and fastest boats of that day engaged in this trade, and the time made from St. Louis to LaSalle, by some of them, has never been excelled on the Illinois River, and not often on any tributary of the Mississippi. The familiar names of Garden City, Amazon, Cataract, Messenger, Prairie Bird, Belle Gould, Aunt Lettie, Alma and others, belonging to that line, will awaken pleasant recollec- tions of early steamboat days, and canal-boat experiences, in many who still survive the wreck of time, and the result of railroad collisions, etc. ILLINOIS RIVER PACKET COMPANY. 523 The name of '■^Jive-day Hue'' originated in the fact that heretofore weekly trips had been the universal custom of all boats in that trade, and it was a great innovation upon tradi- tional usages to reduce the time to live days, and it was only through great persuasion the change was made, and then only under protest by the older navigators. But it was in accord- ance with the spirit of the times, and soon adjusted itself to the inevitable. The Naples Packet Company saw the necessity and the de- mand for increased facilities in the upper part of the river, and at the risk of its own trade, joined in the eifort to secure faster and better boats for the through trade, adding two of their own boats to the through line. A few years of railroad comjjetition destroyed the famous Jive day line and all other lines on that river, except the Naples packets, and only from their connection with a railroad, which terminated at the river, it would probably have succumbed long years since. But by extending its business to points further up the river, it still lingers under another name, as it has for years, through hope and fear, and unless the govern- ment comes to its relief, b}^ completing the improvements of the river, it is only a question of time when it will yield its remaining business to the great monopoly'. Captains Rogers and Abrams are the only members of the old organization that still retain positions occupied in the old company for near forty years. Their names and faces have so long been honored and recognized as the principal factors in the Naples Packet Co., that wMthout them the new organi- zation would hardly be identified. In 1858 under the general incorporation act of the State of Illinois, the Illinois River Packet Co. was organized. D. J. Hancock was elected President and Wm. Mullen Secretary, L. T. Belt, Superintendent. The stock was made up by a valuation of the several steam- boats intended for the line. Among the masters of the boats the names of Belt, Devinney, Rhodes, Hicks, Clay, Stackpole, Scott, Sargeant, Russell and others will be remembered by the older citizens of Illinois and the merchants of St. Louis, as good boatmen commanding a good line of boats, deserving Si better result, considering the great improvement they introduced by a combination of what had heretofore been an irregular and unsatisfactory manner of running their boats. After a varied experience and a vigorous effort to meet the competition from the common enemy of all inland 524 Gould's history of river navigation. water transportation, the company succumbed and the boats that remained were sold to a new organization over which Mr. John S. McCune was elected President and Capt. E. A. Shible Superintendent. This organization had ample facilities, and was prepared to win fame and fortune, in spite of railroad competition. But about two years was suflScient to satisfy the company that unless the government would improve the navigation of the river, longer effort was useless. About that time Mr. McCune died, and the Naples Packet Co. was all that was left to represent what once promised to be one of the great arteries of the commerce of the valley of the Illinois and a large contribution to the trade of St. Louis. STEAMBOAT OTTAWA. In Sharfs History of St. Louis, among other items relating to early steamboats, is this one: — " The steamboat Ottawa was the first boat built on the Illinois. She was constructed in part at Ottawa, added to at Peru, and finished at St. Louis. She was of the very lightest draught, seventeen inches, and had a powerful engine ; the design being to take two keels in tow in low water, the steamer herself being light, so that whenever there was seven- teen inches of water on the bars she would be able to reach St. Louis with one 100 tons of freight weekly. Her length was one 100 feet, breaclth,20 feet, and the cabin laid off entirely in state rooms. The owners resided in Ottawa." There is no date by which to determine the appearance ot this specimen of marine architecture. It must, however, have been pretty earl}'^, as none of the present generation of " old boatmen" know anything of the " tow-boat" Ottawa. As early as 1844, Capt. Samuel Rider, one of the most mechanical and inventive boatmen ever on the Illinois River, built at Griggsville landing a sort of nondescript boat he called Olitippa, which was propelled by horses upon an endless chain. The boat had no cabin or cargo box and the hold was too shallow to stow freight in. She was designed expressly to carry freight in low water which, of course, had to be stowed on the main deck, as she had no other, and the cook, the officers, and the men occupied the same location. The clerk's office was carried in the captain's hat, and as there was but few ladies traveling on the Illinois at that early day, a chamber-maid was dispensed CAPT. SAMUEL RIDER AND HIS BOATS. 525 with. Later on when accidents on the rivers were more fre- quent from fires, and bursting of boilers, the Olitippa would doubtless have become very popular, as but little apprehension could have been felt from either cause on her. She proved to be what she was designed for, alight draught boat (only ten inches) for the Illinois River. But when she drifted out of her home element into the strong currents of the Mississippi, she was at sea without a rudder, or without power to avoid snags or lee-shores. Consequently after making one trip to St. Louis, she retired from the placid waters of the Illinois, and emigrated with the ducks and geese, to a more genial climate. After the departure of the Olitippa the experience and the genius of Captain Rider led him to desigu and construct two steamboats at the same place, (Griggsville Landing), that ex- celled all steamboats in point of capacity on shoal water that had been built up to that date, 1847. While not a boat builder, but a sea-going sailor (all the way from Cape Cod), the model of the hull was unexceptionable, the power, although light, was well applied and the cabin tiuish and ac- commodations were about equal to any boats of the time, wherever built. The first one was called Timolian and the second was called Prairie State. Capt. Rider was a careful, obliging commander and popu- lar with all who knew him. No one knew better how to re- lieve a boat in difficulty than he did. He crossed the unknown river in 1881 , leavingfour daughters and one son and many friends but no enemies. This can be said of but few men who so often meet the adverse side of society, as do the boatmen on Western waters. 52<) Gould's history of river navigatiox. CHAPTER LXX. A FAST AGE — PASSION FOR RACING — A CELEBRATED FOUR- MILE-HEATS RACE— FAST TIME MADE ON THE MISSISSIPPI RIVER. NOTHING so much interests the average American as rapid motion, and it is not confined to our nationality altoojether either. The fastest sailing vessel, even a merchantman, always got the preference in the early days, if known to excel in speed. Then followed the clipper ships, which excited the admira- tion of the civilized world, because of their speed. Steam had no sooner been applied to navigation than the genius of the best mechanical skill was challenged to produce the best results in speed from a combination of steam power and model of vessels. Then followed individual rivalry for the championship in rowing, sculling, etc. Then yachting and sail-boating attracted great attention, and the rivalry between this country and Europe was such that in order to test the speed of some of their favorite-, voyages have been made across the Atlantic and large sums of money staked on the result of a yacht race. In the meantime railroads have been developing rates of speed unheard of by any other practical mode of locomotion yet discovered, and the road that has the fastest trains always has the preference, even though not so good a track or so good accommodations. And antedating all these, was the ancient custom of trials of speed in foot-racing, horse-racing, etc. The last named seems even to increase in interest, and faster time in harness, if not under the saddle, is made than in former times. In the New York Evening Post of May 23, 1823, the fol- lowing account of the great race between Eclipse and Henry is published, and while on the subject of fast time, a report of this world-renowned race may be admissible, as no horse race in this country has ever created so much interest before or since as that did, and there is no record to show that so large a sum of money had ever before been staked on the re- sult of any race. HORSE RACING. 527 REPORT OF THE RACE. '* Yesterday the match race between Eclipse and a Southern horse, called Henry, was won over the Union course. It will be recollected that the gentlemen from New York in attendance at the match race last fall at Washington City between Eclipse and Sir Charles offered to run the Eclipse this spring on the ' Long Island course ' for twenty thousand dollars ($20,000) against any horse that could be produced in the United States or elsewhere, and gave the Southern gentle- men from that time, November 22, to the time of meeting to look around and name their horse. The challenge was readily accepted, and the $3,000 forfeit that was agreed upon in case either party declined to run the race, was deposited. A number of horses were put in training for the occasion ,^ but only two, viz., Henry and Betsey Richards, were brought on from the South, who, it was thought, could contend with Eclipse, and which of these two were to run the race was kept a secret until the signal was given from the judges' stand to l)ring up the horse, when Henry made his appearance and Eclipse soon after. The doubts that had heretofore been entertained (and they were many), that the Southern sportsman would pay the for- feit and there would be no race, vanished at once and all was anxiety to see the result of the contest. The hour of starting soon arrived, but such was the immense crowd on the course in solid column for near a quarter of a mile, both right and left of the judges' box, that some minutes were consumed by the officers in clearing it. Nor was it effected without much difficulty. About 1 :10 o'clock both horses set off at the tap of the drum, Henry taking the lead, and keeping it the whole four miles, and came in about a half-length ahead. Although sev- eral efforts were made by the rider of Eclipse, a young man, whose name we do not recollect, to pass his antagonist, but still he could not do it. The result of this heat was so differ- ent from what Northern sportsmen had expected, that the mercury fell below the freezing point instantly. Bets 3 to 1 that Eclipse would loose the second heat were loudly offered, but few takers. Time in winning the heat was seven minutes and forty seconds. SECOND HEAT. Time having elapsed for breathing the horses were again brought up for the second heat. It had been determined in 528 Gould's history of riv^er navigation. the interim to change Eclipse's rider, a thing that has often been done, and who should appear but our old friend Proody, who was greeted with tremendous cheers by the multitude. He soon mounted and at the word, went off. Henry took the lead, as in the first heat, and kept it until about two-thirds around on the third mile. Proody seized with a quickness and dexterity peculiar to himself the favorable moment that presented when appearing to aim at the outside he might gain the inside. Accordingly he made a dash and passed on to the left and maintained the ground he had gained to the end of the second race, coming out about two lengths ahead. The air was now made to resound from every quarter, with Proody forever, and as soon as he had been weighed, the populace bore him off on their shoulders, across the course, in spite of all entreaties he could make to the contrary. The mercury in the sporting thermometer immediately rose to a pleasant summer heat, and the backers of Eclipse were now ready for anything that oft'ered. They proposed to bet even, but there were no takers. Sev- eral offers to draw were made by gentlemen who had bet on Henry, but not accepted. Confidence was fully restored to the friends of Eclipse. Time on the second heat 7 minutes and 49 seconds. THIRD HEAT. When the horses were brought up for this heat, a jockey by the name of Taylor known for several years on Southern courses for his great success, and whose skill was acknowl- edged to be inferior to no one, made his appearance and was announced as the rider of Henry in the third heat, instead of the boy who had rode him in the former heats. The course was once more cleared, and off they went, Proody taking the lead and keeping it to the end of the race, coming in about three lengths ahead. The air was now rent with shouts by New Yorkers and the press around the judges' stand was so great for a few moments that nothing could overcome it. The whole course was blocked up by a solid mass of men, 10,000 deep, leaving no room to bring the horses to the stand so the riders could dismount and be weighed. Order, how- ever, was at length restored, the riders weighed and every- thing found correct and Eclipse pronounced the victor. He was then marched off the course to the popular tune of " See the Conquering Hero Comes." COMMENCEMENT OF FAST STEAMBOATS. 529 Thus has ended the gretitest race that has ever been run in this country. The result has shown that the challenge may again be repeated : " Long Island Eclipse against the world." We hope, however, that Mr. Van Ranst will never again suffer him to run, but let the country have the benefit of his stock. He has now proved himself beyond all cavil to be a horse of both speed and bottom, unequaled in this country or per- haps any other at this time. Time of third and last heat was 8 minutes and 24 seconds. Thus the event has shown that the opinion of Northern sportsmen is better than that of Southern — that size and bone are essential to strength and ought to be taken into the calculation, and, supposing blood and bottom to be equal, must always win. It is supposed there was upwards of 50,000 spectators on the field. It was claimed that Henry carried 12 pounds more weight than is allowed on any horse of his age — that being the reg- ulation on the Union course. Under the usual regulations he would have distanced Eclipse in the first heat. About the time this race between Eclipse and Henry was agitating the whole sporting world (1823) the application of steam to navigation was beginning to develop great possibil- ities of speed from steamboats. From 1811 there had been built in the Valley of the Mississippi up to that time 112 steamboats, and they were rapidly increasing. One of the problems to be solved by this new factor on Western rivers, as well as on tide waters, was the speed that could be ob- tained. The popular stage coach, the keel-boat and the barge, the more modern canal-boat, were all too slow for the age and must be superseded. The principal question to be determined by all who had embarked in steam naviga- tion was how much speed could be obtained. In this the whole country were in sympathy, and every town and city where suitable timber could be secured, on the Ohio or tribu^ taries, undertook to build, and did build at least one boat. Machinery was even brought from the East, and in some cases from England, to put in them. The result showed a wonderful increase in speed, as may be seen from the record. In 1815 the steamer Enterprise made the trip from New Orleans to Louisville in 25 days 2 hours and 40 minutes. In 1817 the Washington made it in 25 days. The Shelby made it the same year in 20 days 4 hours and 20 minutes. In 1819 the Paragon made it in 18 days and 10 hours. 34 530 Gould's history of river navigation Each succeeding year reduced the time, and in 1828 the Tecumseh made the same run in 8 days and 4 hours. In 1834 the Tuscarora made it in 7 days and 18 hours. In 1837 it was made inside of 7 days by the Gen. Brown, Ran- dolph, Empress and Sultana. In 1840 the Edward Shippen made it in 5 days and 14 hours. In 1852 the Eclipse made it in 4 days and 18 hours. In 1853 the A. S. Shotwell reduced it to 4 days 10 hours and 20 min- utes. Up to about this time everything designed to run on the Mis- sissippi was sacrificed to gain speed. But it began to be seen there were some other things to be considered in order to secure the best results to stockholders. It was demonstrated that fast time was an expensive luxury, and while it was very en- joyable to the officers and crew and popular with passengers, the expense for fuel and often the neglect of business and other necessary contingents induced the building of a different class of boats, and more carrying capacity and less speed came gradually into favor on Western waters. But it was greatly accelerated by the building of railroads, which at once divided the trade, and was always a strong competitor for freight. With the exception of the few boats that have been built to run on the lower part of the Mississippi, no effort has been made to secure speed at the sacrifice of other advantages since the days of the fast boats between Louisville and New Orleans and Louisville, Cincinnati and Pittsburgh. The same may be said on the Northern lakes, where great efforts and great results were often obtained in this connec- tion. THE FASTEST BOAT. The maximum of speed on the Western waters was pretty nearly attained, if not quite, in the steamer J. M. White, as early as 1844. And it is questionable whether the time made by her has ever been beaten, when it is recollected that several cut-ofis were made in the river between the time she ran and the time the great match race between the Robert E. Lee and the Natchez 24 years later. An evidence of the White's superior speed is seen in the further fact that she made three consecutive trips inside of four and one-half days each, and attended to her regular busi- ness both up and down, except on the one trip. As a rule very little money was ever bet on steamboat racing by the owners, although large sums were often bet by the friends of either boat. SPEED IN EVERYTHING THE DESIDERATUM. 531 In the race of the Lee and Natchez it is not known that any bets were made by the owners, although it is presumed by some that as much money changed hands on that race as on the great race between Eclipse and Heniy, as reported above. Steamboat racing has never been popular with the traveling public, and always expensive to the owners; hence, very little racing has been done on the rivers and lakes since the enact- ment of the steamboat law in 1851. The principal objection urged by the public is the greater liability to accidents, al- though long and careful observation shows that to be an error, for the reason that much greater care and watchfulness is ob- served by all on board when racing. While a race or trial of speed is no longer heard of on in- land waters, we are constantly noting the fast time and the great speed of the ocean racers. A steamer that cannot cross the ocean in seven days is not up to the standard, and is con- sidered only second class in point of speed, and consequently second choice with the traveling community. Speed seems to be the great desideratum with " young America." Isot content with fast horses, fast steamboats, fast .railroad trains, the elements of the atmosphere and the air are brought into subjection, to contribute to the speed of the distant message, while the human voice is made to instantly echo to all parts of a large city. Go on to the marts of trade anywhere, into the exchange, along the thoroughfares of the city, and the impression arises at once in your mind, there must be a fire in the neighborhood. Go into a country town about dinner time, and when the bell rings at the hotel to announce dinner the first thought is a fight or a fire. Go to a place of amusement, night or day, and when the exhibition is near its close you will be sure the whole audience either live out of the city or in the remote suburbs, and the time of the last train is nearly up, such is the rush and anxiety to get on to the street. Everybody and everything seems to be in a hurry, except horse cars on city railroads, and dudes and loafers on the street corners of " retail streets " of a city. No more striking contrast of this peculiarity in Young America can be seen than in a visit to our sister republic, Mexico. There is no one in a hurry except the mule drivers on the street cars. 532 GOULP'S HISTORY OF KIVER NAVIOATION. CHAPTER LXXI. ON the 0th of May, 1844, the /St. Louis Republican made the following announcement : — *' What has heretofore been merely the speculation of en- thusiasts has been realized. New Orleans has been brought within less than four days' travel of St. Louis, in immediate propinquity. The J. M. White has been the lirst to accomplish this extraordinary trip. The J. M. White left this port on Monday, April 29th, at 3 o'clock p. m., with 600 tons of freight, and arrived in New Orleans Friday eve, 3d inst., being three days and sixteen hours on her downward trip. She left New Orleans for St. Louis on Saturday, May 4th, 1844, at forty minutes after 5 o'clock p. m., and arrived on the 8th, having made the trip up in three days and twenty- three hours, having been but nine days on the voyage out and home, including all detentions." The following are the runs up, from wharf to wharf, it be- ing the best time ever made by any steamboat on Western waters : — " From New Orleans to Natchez, 300 miles, 20 hours and 40 minutes ; Vicksburg, 410 miles, 29 hours and 55 minutes; Montgomery, 625 miles, 1 day, 13 hours, 8 minutes; Memphis, 775 miles, 2 days, 12 hours, 8 minutes; Cairo, 1,000 miles, 3 days, C^ hours, 44 minutes; St. Louis, 1,200 miles, 3 days, 23 hours, 9 minutes." The time of the J. M. White was not excelled to St. Louis until 1869, when the Natchez beat it one hour, 49 minutes, and the Robert E. Lee, in 1870, three hours, 44 minutes. Although at Cairo and Memphis and at other points below, the difference was much less, as may be seen by the annexed tables. The race between the Lee and the Natchez, at least as far as Cairo, seems to have been a fair test of speed. From fog or some other cause, the Natchez claims to have been detained from there to St. Louis. The claim that the Lee was assisted by the Pargoud while coaling, does not seem substantiated from their subsequent runs. The "2(y years that elapsed between the time the White made her quick trip (1844) and the time of the Lee and Nat- NINE DAYH TO NKVV OKLEAN'S AND RETUKN. 533 chez (1870) had made so many changes in the river, in the character of the fuel, in the manner of handling it, in the size of the boats and in the different stages of water, it is difficult to make a fair comparison. Running against time does not test the speed of steamboats like that of horses. Circumstances so easily affect the former, that the only way to determine the relative speed of boats is, to start them to- gether, or at least the same day. So far as the record goes, the most remarkable feature in the White's trip is the time she made the round trip in. It shows not only fast time for the boat, but fast work for the crew, and good management by the officers. It has never been excelled nor equaled by several days. Nine days from St. Louis to New Orleans and return, handling 600 tons of freight on the down trip, will probably never be excelled by any steamboat. The stage of water has so much to do with making fast time, both up and down stream, as well as the weather, that the boat striking both will show a far better record than one even faster that is less fortunate. Probably there has been no year since 1844, the time the White made her great run, when the river has continued high so long. Agreeai)le to my recollection it rained forty days and nights, consecutively, although it was not until later in the season, about the 17th of June, that the water was the hifjhest at St. Louis. But it was hi";h all the season, and more favorable for fast time before it became the highest. The sul)joined tables, although not supposed to be abso- lutely correct in all cases, will be read with interest by many who still survive the wreck of time and that of the splendid boats they were once connected with, as well as by those who still remember with pleasure the excitement incident to a quick trip by a favorite boat, to say nothing of the thousands along the shores and even in distant States who bet large sums of money on the vjroiifj boat. While making quick trips was always an expensive luxury, during the time of the great passenger travel on the rivers of the West, it was generally thought to pay, although as a rule the ambition of officers and of owners to beat the time of some other boat had more to do with quick trips than had the hope of increased profits. The charges so often made, especially in the East and abroad, of the great danger to travelers from reckless steam- boat racing on Western rivers, had very little foundation in fact. The fewest accidents have ever occurred during a race 534 Gould's history of river navigation. or a trial of speed against time for the most obvious reasons. Every one on board at such times is doing his duty, and when such is the case comparatively few accidents occur. A proverbial fact on our rivers is that, as a rule, the fastest boats have not been profitable, and of late years the effort has been to build them for general capacity rather than great speed. converse vs. swan. An anecdote in point is told of Capt. J. C. Swan, one of the oldest and most respected of the few remaining old boatmen of the West. There had existed for some years a commendable rivalry be- tween him and Capt. Joe Converse as to the speed of their respective boats. Capt. Converse had always managed to have the fastest boat. Finally Capt. Swan lost one of his boats by accident, I think, perhaps the first Alex Scott, when he bought Capt. Converse's interest in the J. M. White, which had then estab- lished a record of being the fastest boat in the West, if not in the world. After running her a few trips, Capt. Swan re- marked to some friends : — " Converse has often beaten me in the speed of his boats, but he never before has beaten me half as badly as when he sold me the White." Among the races of former years none was more famous or exciting than that between the Baltic and Diana, from New Orleans to Louisville, about the year 1854. During that period a number of handsome steamers were engaged in the trade from Louisville to New Orleans, which would generally go into the latter city fully laden, take enough freight for ballast and all the passengers that wanted to go and hurry back to Louisville for another cargo. They kept out of the way of each other as much as possible by leaving Louisville on differ- ent days, but sometimes it would happen that two would leave New Orleans on the same day. The Baltic and Diana left New Orleans together, the Baltic slightly in the lead. Capt. Frank Carter, afterward superintendent at Louisville of the United States Mail Line Company, commanded the Baltic, and Capt. E. T. Sturgeon commanded the Diana. Neither of the boats had ever exhibited remarkable speed, and while this was what might be called a slow race, it was the longest race that was ever contested, and very exciting to the passen- gers and crews of both. The distance is 1,382 miles, and there was not an hour of the time occupied by the trip that the two boats were not in sight or hearing of each other. An artist was on board the Baltic at the time, and he immortal- RACE OF THE DIANA AND BALTIC. 535 ized the event by transfixing to canvas in oil a night scene, in which were depicted the two imjDOsing steamers in the fore- ground. The Baltic won the race, but steamboatmen were always of the opinion that it was more by reason of misman- agement on the Diana than because the Baltic was the faster of the two. In 1838 the steamer Diana received from the Post-office Department of the United States a prize of $500 in gold, which had been offered to the first boat that would make the run from New Orleans to Louisville inside of six days. Her time was five days, twenty-three hours and fifteen minutes. The quickest time, it is said, ever made from New Orleans to Cincinnati was five days and eighteen hours, in 1843, by the Duke of Orleans. The fastest trip after that was made by the Charles Morgan, in June, 1877. She made the time to Cin- cinnati in six days and eleven hours, having made forty-two landings and lost three and a half hours in getting through the canal at Louisville. Li April of the same year the Thompson Dean made the run in six days and nineteen hours, and had lost fourteen hours in the canal and seventeen hours at way landings. The R. R. Springer went through in 1881 from New Orleans to Cincinnati in five days, twelve hours and forty-five minutes runningtime. Her best time was made while in the Mississippi River. From the time she reached the mouth of the Ohio until she arrived at Cincinnati her speed decreased. She consumed twenty-two hours and five minutes more time from New Orleans to Cairo than did the R, E. Lee in 1870. In March, 1881, the Will S. Hayes made the run in six days, seventeen hours and ten minutes from port to port, having made fifty-one landings and met with other detentions. In May, 1882, four quick trips were made from Helena to Memphis. The first was made by the Belle Memphis in five hours and fifty-three minutes ; the second by the City of Cairo in five hours and fifty-two minutes ; the third by the City of Providence in five hours and forty-nine and ahalf min- utes, and the last by the James Lee in five hours and fourteen minutes. In March, 1883, the Kate Adams made the run in five hours and eigrhteen and a half minutes. The time of the R. E. Lee between these points in 1870, in the great Lee- Natchez race, was six hours and forty-three minutes, and this had been beaten in May, 1853, by the Eclipse, which made the run in six hours and seventeen minutes, and by the Pey- tona previously, in six hours and thirty-six minutes. But cut-offs in the stretch of river from Helena to Memphis be- 536 Gould's history of river navigation. tween 1870 and 1882 had shortened the distance about fifteen miles. However, it must be understood that this shortening of distance by cut-offs is not of much advantage to an ascend- ing steamer, as the diminished distance is balanced by the more rapid current. GREATEST STEAMBOAT RACE EVER RUN. The greatest steamboat race that was ever run in the world, however, was that which occurred in June, 1870, from New Orleans to St. Louis between the Robert E. Lee and the Natchez. The latter was built at Cincinnati and was com- manded by Captain T. P. Leathers, and in June of the above year made the fastest time on record from New Orleans to St. Louis, 1,278 miles, in three days, twenty-one hours and fifty-eight minutes. The Robert E. Lee was built at New Al- bany soon after the war and was towed across the river to the Kentucky side to have her name pamted on her wheelhouses, a matter that was deemed prudent in those exciting times. She was commanded by Captain John W. Cannon, who died in Frankfort, Ky., in 1882. There was great rivalry between the boats, and when the Natchez made her great run Captain Cannon determined to beat it. He stripped the Lee for the race, removed all parts of her upper works which were calcu- lated to catch the wind, removed all rigging and outfit that could be dispensed with to lighten her ; engaged the steamer Frank Pargoud to precede her a hundred miles up the river to supply coal ; arranged with coal yards to have fuel flats awaiting her in the middle of the river at given points and be taken in tow under way until the coal could be transferred to the decks of the Lee, and then to cut loose and float back. He refused all business of every kind and would receive no passengers. The Natchez returned to New Orleans and received a few tons of freight and a few passengers and was advertised to leave for St. Louis on June 30. In the afternoon the Robert E. Lee backed out from the levee, and five minutes later the Natchez followed her. The whole country watched the race with breathless interest, as it had been extensively advertised by the press, and the telegraph attended its progress along the river at every point. At all the principal cities — Natchez, Vicksburg, Helena and Mem- phis — people for many miles were present to see the racers pass, and the time of passing was cabled to Europe. When Cairo was reached the race was virtually ended, but the Lee proceeded to St. Louis, arriving there in three days, eighteen hours and fourteen minutes from the time she left New Or- leans, beating by thirty-three minutes the previous record of ARRIVAL OF THE BOATS AT ST. LOUIS. 537 the Natchez. The latter steamer run into a fog between St. Louis and Cairo, which delayed her more than six hours. It is said that 50,000 people crowded the wharf, the windows and the housetops to welcome the Lee on her arrival in St. Louis. Captain Cannon was tendered a banquet by the busi- ness men of the city and was generally lionized while he re- mained here. It was estimated that more than $1,000,000 changed hands on the result of the great race. Many of the bets were withdrawn, however, on the ground that the Lee had been assisted the first 100 miles of the trip by the power of the Frank Pargoud added to her own, and many steam- boatmen have ever since regarded the Natchez as the faster boat of the two, but think she was outgeneraled in the race by the Lee. There was so much adverse comment afterward by the press that there has been no attempt since to repeat such a performance. — Sf. Louis Globe-Democrat. CHAPTER LXXII. BELOW are the tables of time of the Lee, Natchez and other boats as published in the papers of the period, and presumed to be correct. NATCHEZ. From New Orleans to the city of Natchez. Vicksburg Head of Thresherfield Napoleon White Kiver Helena Memphis Head of Island No, 10 Hicksman Cairo St. Louis ROBERT E. LEE, JULY 1870. From New Orleans to Carrollton Harry Hill's Red Church Bonnet Carre College Point Donaldsonville Plaquemine Baton Rogue Bayou Sara Red River Stamps Briers irs. HOURS. MIN. • 17 26 52 28 4 1 18 15 1 19 30 2 2 35 2 9 40 3 3 1 43 3 4 24 3 21 58 srs. HOURS. MIN. 27i i i 1 39 2 38 3 50 4 59 7 5 8 25 10 26 12 56 13 56 15 51i 538 Gould's history of river navigation. Ashley Natchez Cole's Creek Water Proof .... Rodney St. Joseph Grand Gulf Hard Times Vicksburg Milliken's Bend.. Railey's Lake Providence. Greenville Napoleon White River Australia Helena Memphis 2 Island No. 37. Island No. 26 . . Island No. 14. New Madrid . . Island No. 10. Island No. 8... Lucus Bend. .. Cairo St. Louis AYS. HOURS. MIN 16 29 17 11 19 21 19 53 20 45 21 2 22 6 22 18 , . 38 2 37 3 49 5 47 10 55 16 22 16 56 19 , . 23 25 2 6 9 2 9 2 15 30 2 17 23 2 19 60 2 20 37 2 21 45 3 3 1 , , 3 18 14 Subsequent trials of speed by these boats against time be- tween New Orleans and Natchez did not materially change their previous record. 16 hours 36 minutes 47 seconds was claimed by the Lee, which was about 11 minutes better than the Natchez claimed. The speed of the two boats developed great uniformity in performance either in long or short dis- tances and the friends of both claimed priority. from new ORLEANS TO LOUISVILLE 1,486 MILES. DAYS. HOURS. MINUTES. May, 1815, steamer Enterprise made the trip in 25 2 40 April, 1817, steamer Washington made the trip in... 25 . . Sept., 1817, steamer Shelby made the trip in 20 4 20 May, 1819, steamer Paragon made the trip in 18 10 Nov., 1828, steamer Tecuraseh made the trip in 8 4 April, 1834, steamer Tuscarora made the trip in 7 18 Nov., 1837, steamer General Brown made the trip in. 6 22 Nov., 1837, steamer Randolph made the trip in 6 28 Nov., 1837, steamer Empress made the trip in 6 17 Dec, 1837, steamer Sultana made the trip in G 15 April, 1840, steamer Edward Shippen made the trip in 5 14 April, 1842, steamer Belle of the West made the trip in G 14 April, 1843, steamer Duke of Orleans made the trip in 5 23 April, 1844, steamer Sultana made the trip in 5 12 May, 1849, steamer Bostona made the trip in 5 8 June, 1851, steamer Belle Key made the trip in 4 23 May, 1852, steamer Reindeer made the trip in 4 20 45 May, 1852, steamer Eclipse made the trip in 4 18 May, 1853, steamer A. L. Shotwell made the trip in.. 4 10 20 ECLIPSE CLAIMED TO BE THE FASTEST BOAT. 539 The next year, the steamer Eclipse, E. T. Sturgeon, Mas- ter, made the quickest time on record ; and when we take into consideration the low water, swift current, and other obstacles she met with, we may safely set her down as the fastest boat in the world. eclipse's time in 1853 from new Orleans to — DAYS. HOURS. MINUTES. Donaldsonville Baton Rouge Natchez Grand Gulf. , Vicksburg Columbia Napoleon Helena 2 Memphis 2 Cairo 3 Evansville 3 Louisville . 4 5 42 9 27 19 46 24 25 28 11 40 8 44 12 3 38 9 55 4 4 18 24 9 30 FROM NEW ORLEANS TO ST. LOUIS — DISTANCE 1,200 MILES. DAYS. HOURS. MINUTES. 3 23 1844, steamer J. M. White made the trip in FROM NEW ORLEANS TO NATCHEZ DISTANCE 300 MILES DAYS. HOURS. MINUTES. May, 1814, steamer New Orleans made the trip in... 6 July, 1814, steamer Comet made the trip in 5 May, 1815, steamer Enterprise made the trip in 4 April, 1817, Steamer Washington made the trip in. . . 4 Sept., 1817, Steamer Shelby made the trip in 3 May, 1819, steamer Paragon made the trip in 3 Nov., 1828, steamer Tecumseh made the trip in 3 April, 1834, steamer Tuscarora made the trip in 1 Aug., 1838, steamer Natchez made the trip in 1 Aug., 1840, steamer Edward Shippen made the trip in. 1 Aug., 1842, steamer Belle of the West made the trip in. 1 Aug., 1844, steamer Old Sultana made the trip in. . . . Aug., 1851, steamer Magnolia made the trip in May, 1853, steamer A. L. Shotwell made the trip in.. May, 1853, steamer Southern Belle made the trip in.. May, 1853, steamer Princess No. 4 made the trip in.. May, 1853, steamer Eclipse made the trip in Aug., 1855, steamer New Princess made the trip in.. . Aug., 1855, steamer New Natchez made the trip in. .. 6 40 10 11 20 20 .. 8 1 20 21 17 .. 8 18 19 45 19 50 19 49 20 3 20 26 19 47 18 53 17 30 FROM NEW ORLEANS TO CAIRO, SOUTH OF THE OHIO RIVER DISTANCE 1,000 MILES. DAYS. HOURS. MINUTES. May, 1853, steamer Eclipse made the trip in 3 4 4 May, 1853, steamer A. L. Shotwell made the trip in... 3 3 40 540 Gould's history of river navigation. FROM LOUISVILLE TO CINCINNATI DISTANCE 150 MILES. DAYS 1818, steamer General Pike made the trip in 1 1819, steamer Paragon made the trip in 1 1822, steamer Wheeling Packet made the trip in 1 1837, steamer Moselle made the trip in 1843, steamer Duke of Orleans made the trip in 1843, steamer Congress made the trip in 1846, steamer Benj. Franklin No. 6 made the trip in. . . 1852, steamer Alleghany made the trip in 1852, steamer Pittsburgh made the trip in * . . 1853, steamer Telegraph No. 3 made the trip in FROM LOUISVILLE TO ST. LOUIS DISTANCE 750 MILES. 'S. HOURS. MINUTES 1 16 1 14 20 1 10 12 12 • • 12 20 11 45 10 38 10 23 9 52 1843, steamer Congress made the trip in. . . 1854, steamer Pike made the trip in 1854, steamer Northerner made the trip in. 1855, steamer Southerner made the trip in . DAYS. HOURS. MINUTES. . .. 49 . .. 47 . .. 46 30 . .. 43 "The following table shows the progressive improvement in the speed of boats from New Orleans to Louisville, dis- tance fourteen hundred and eighty miles, from 1815 to 1853: — DAYS. HOURS. .MINUTES. May, 1815 — Enterprise 25 2 40 April, 1817 — Washington 25 September, 1817 — Shelby 20 4 20 May, 1819 — Paragon 18 10 November, 1828 — Tecumseh 8 4 April, 1834 — Tuscarora 7 16 November, 1837 — General Brown 6 22 November, 1837 — Randolph 6 22 November, 1837 — Empress 6 17 December, 1837 — Sultana 6 15 April, 1840 — Edward Shippen ■ 5 14 April, 1842 — Belle of the West 6 14 April, 1843— Duke of Orleans 5 23 April, 1844 — Sultana 5 12 May, 1849- Bostona 5 8 June, 1851 — Belle Key 4 23 May, 1852 — Reindeer 4 20 45 May, 1852 — Eclipse 4 19 May, 1853 — A. L. Shotwell 4 10 20 May, 1853— Eclipse 4 9 30 The Eclipse's was the best time up to that date, averaging fourteen miles an hour." ARRIVAL OF THE WASHINGTON AT LOUISVILLE. 541 CHAPTEK LXXIII. IT was reserved to the steamboat Washington (says Commo- dore Preble), Captain Henry M. Shreve,to demonstrate by a second voyage of twenty-five days, from New Orleans to Louisville, that a steamboat could a^end this river in at least one-fourth the time required by the keel-boats and barges hitherto in exclusive use. At a public dinner given to Captain Shreve at Louisville on his return, he predicted that the time would come when his twenty-five day trip would be made in ten. It has since been made in four days and nine hours." '* In 1823 there were public rejoicings at Louisville, Ken- tucky, when a steamboat arrived there in fifteen days and six hours from New Orleans. The captain answering a complimentary toast gravely stated the voyage might be made in fifteen days, or six hours 'ess than he had just made. Within twenty years the voyage was actually performed in a few hours over four days." FROM NEW ORLEANS TO NATCHEZ — 268 MILES. 1814, 1844, 1815, 1817, 1817, 1819, 1828, 1834, 1838, 1840, 1842, 1844, 1851, 1853, 1853, 1853, 1853, 1855, 1855, .1856, 1870, 18S0, DAYS. HOURS. MINUTES. Orleans made the run 6 Comet made the run, 5 Enterprise made the run 4 Washington 4 Shelby 3 Paragon. Tecumseh Tuscarora Natchez Edward Shippen.. Belle of the West, Sultana Magnolia A. S. Shotwell.... Southern Belle.... Princess No. 4 Eclipse Princess (new) Natchez (new) Princess (new).... Natchez , Rob't E. Lee 6 10 11 20 8 1 21 17 8 18 19 19 19 20 20 19 18 17 17 17 17 40 20 46 50 49 13 26 47 53 30 30 17 II The third J. M. White has a record of 7 hours and 40 min utes to Baton Rouge — making landings at Donaldsonville and Plaquemine. This beats all other records. 542 GOULD S HISTORY OF RIVER NAVIGATION. FROM NEW ORLEANS TO CAIRO 1,024 MILES. DAYS. HOURS. MINUTES. 1844, J. M. White made the ruu 3 6 44 1852, Reindeer made the run 3 12 45 1853, Eclipse made the run 3 4 4 1853, A. S. Shotwell 3 3 40 1869, Dexter 3 6 20 1870, Natchez 3 4 34 1870, E. E. Lee 3 1 FROM NEW ORLEANS TO DONALDSONVILLE. HOURS. MINUTES. 1852, A. S. Shotwell 5 42 1852, Eclipse 5 42 1854, Snltaua, 5 12 1856, Princess 4 51 1860, Atlantic 5 11 1860, Gen'l Quitman 5 6 1865, Ruth 4 43 1870, R.E.Lee 4 59 FROM NEW ORLEANS TO ST. LOUIS 1,218 MILES. DAYS. HOURS. MINUTES. 1844, J. M.White.. 3 23 1849, Missouri 4 19 1859, Imperial 4 17 1863, Ruth 4 9 1866, City of Alton 4 20 1869, Dexter 4 9 1870, Natchez 3 21 1870, R.E.Lee . 3 18 58 14 MEMPHIS TO CAIRO. HOURS. MINUTES. 1865, MoUie Able 19 25 1866, City of Alton, 17 41 1868, Rob't E. Lee 16 37 FROM CINCINNATI TO PITTSBURGH — 490 MILES. DAYS. HOURS. MINUTES. 1850, Telegraph No. 2 1 17 1851, Buckeye State 1 16 1852, Pittsburgh 1 15 FROM ST. LOUIS TO ALTON — 25 MILES. DAYS. HOURS. MINUTES. 1853, Altouna 1 35 1876, Golden Eagle 1 37 1876, War Eagle 1 37 FROM ST. LOUIS TO KEOKUK — 214 MILES. 1859, Louisiana. DAYS. HOURS. MINUTES. 16 20 FASTEST TIME BY DIFFERENT BOATS. 543 LOUISVILLE TO MADISON. DAYS. HOURS. MINUTES. Telegraph 3 24 Alvin Adams 3 27 Jacob Strader 3 12 FROM ST. LOUIS TO ST. PAUL — 800 MILES. DAYS. HOURS. MINUTKS. 1868, Hawkeye State 2 20 ST. LOUIS TO LA SALLE. DAYS. HOURS. MINUTES. 1854, Steamer Cataract' 23 45 (making Ave landings.) 1854, Steamer Garden City FROM ST LOUIS TO ST. JOSEPH — 600 MILES. DAYS. HOURS. MINUTES. 1853, Polar Star 2 16 1856, James H. Lucas 2 12 52 OLD TIME STEAMBOATS. In the New Orleans Picayune of April, 1838, is the follow- ing paragraphs : — UNPRECEDENTED SPEED. " Who would believe that a boat could make a trip from this port to Louisville and back in ten days and seventeen hours? Yet this has been done. That splendid steamer, the Empress, Capt. Robt. McConnell, arrived here yesterday from Louis- ville in four days and eight hours. Her up trip was made in six days and nine hours. Deduct- ing all delays for wooding, etc., the actual running time was only eight days and nine hours, a distance of 3,120 miles, averaging fifteen and one-half miles an hour. On the 19th of June the same year the same paper makes this announcement : — Unprecedented Speed. — The steamer Monarch made her last trip from this port to Louisville in six days and one hour, that being eight hours quicker than ever before made. If the time of detention had been deducted the trip would have been made in five and one-half davs." 544 Gould's history of river navigation. On the 7th of July, same year, the same paper makes this announcement : — The Fastest Boat. — The steamboat Diana, Capt. Frank Carter, has eclipsed every other boat on Western waters, hav- ing made her last trip from this port to Louisville in five days and twenty-three hours and fifteen minutes, the quickest trip ever yet made. For this feat she gets a premium of $500 in gold from the Post-Office Department, that sum hav- ing been offered to the boat that should make the run within six days. CHAPTER LXXIY. MISSISSIPPI VALLEY TRANSPORTATION CO. COTEMPORARY with the organization of the Atlantic and Mississippi Steamship Co. in 1866 the above company or the *' Barge Line," as it is familiarly known, was formed, and Capt. Joab Lawrence and Barton Able, good practical boat- men, were elected its first Presidents. It started its first tow of barges to New Orleans on the first day of Apr-il, 1866, and as its success was a matter of grave doubt in the minds of many, some were skeptical enough to say in derision, " the day was ominous of the result of the enterprise." But some of its projectors were more sanguine and persevered through the earlier embarrassments of a new mode of transportation, and as the times were prosperous and money was abundant from the results of the war, the company soon re-asserted itself and came to the front, with George H. Rea as its third President. H. C. Haarstick, Vice-President and Superintendent, Austm R. Moore, Secretary. The shipments of bulk grain rapidly increased and the suc- cess of the company was so great another company was or- ganized in 1880, called St. Louis and New Orleans Transpor- tation Company, Capt. Henry Lowry, President. At this time the bulk grain shipments had assumed such pro- portions the argus eye of Jay Gould and the Wabash system of railroads centering at St. Louis, with their usual sagacity and enterprise saw an opening they were not slow to avail themselves of. Consequently they joined Capt. Lowry and the result was the St. Louis and New Orleans Transportation Company, with a capital to at once enter the field of com- petitors for the business of the Mississippi Valley Co. The foreign demand for the products of the Mississippi BARGE LINE AND WABASH RAILROAD SYSTEM. 545 Valley had increased the tow-boat and barge tonnage to such an extent that as soon as that demand fell off, or short crops of grain were realized, there was a collapse in the barge busi- ness and the stock that had been above par was soon a drug in the market, and some companies with small capital were sold out. The two principal companies located at St. Louis soon recognized the result of a lierce competition, which seemed imminent, and consolidated their stock and formed a new company called the St. Louis and Mississippi Valley Transportation Co., simply adding St. Louis to the former name. This company was organized with a capital of $2,000,000 and elected nine directors, four of which, R, S. Hays, H. M. Hoxie, A. A. Talmage and George C. Gault, represented the Wabash and Missouri Pacific Railroads. Capt. Lowry was made Vice-President and H. C. Haarstick, President. The company then owned some ten or twelve fine powerful tow-boats, and about 100 barges, some of which had a capacity of 1,500 tons. This was about double the tonnage there was business for, and of course, the surplus was retired which could not have been easily done if under the control of two distinct compa- nies. Thus was illustrated the secret of the success ot this com- pany. A system that would have saved from bankruptcy many an organized steamboat company in the past as well as individual companies. Under the shrewd and judicious man- agement of Mr. Haarstick the company has continued to pros- per and maintain an excellent line of boats and barges nn- equaled on any waters in the world of commerce — adequate at all times to supply the demand on the Mississippi, except when interrupted by ice or low water. Although two of the company's original projectors and large stockholders, Messrs. Rea and Lowrey, have crossed the dark river and launched their " gilt-edged " barques on un- known waters, the company under the management of Pres- ident Haarstick and his long tried and efficient corps of assis- tants, is conducting a legitimate and what seems to be a safe and satisfactory business, with less to fear from ruinous com- petition than any other line of transportation on Western waters. About the time this barge company was organized there was a great cry throughout the country for cheap freights and many were visionary enough to suppose barge transportation was the panacea that would forever settle that question and establish a '* thorough grain " system of transportation which seemed to involve all problems in that connection. " If 35 546 Gould's history of river navigation. barge transportation vras practicable on the Mississippi and the Ohio Rivers there could be no reason why it should not be a success on all others," and in the imagination of enthusi- asts, barges were to be used by every farmer living near a water-course, and by that mode of transportation every prod- uct of the country was to reach a market at a mere nomi- nal cost. Even business men living on the Missouri River were so sanguine of the success of this new idea that thev could not be made to understand that the character of navigation had anything to do with it. And such was their enthusiasm and persistency coupled with the influence of newspapers, the St. Louis and New Orleans Barge Co. was induced to send a small tow of barges to Kansas City to take out a load of bulk grain. By great care and a favorable stage of water they succeeded in making one trip, but never ventured upon another nor did ever any other company attempt it. The following extracts from newspapers of that day will, to some extent, illustrate the feeling that prevailed in some parts of the valley : — BARGES vs. CHEAP FREIGHT. Is it true, Mr. Editor, that the friends of the "barge movement " in this city, and the public generally, expected in the organization of that company to reduce the cost of trans- portation to a mere nominal sum, or say to *' one-half what they are now charging." By an article in the columns of the St. Louis Democrat of the 29th ult., I see '' the public have been greatly disappointed because they assumed, and had a right to assume when this company was organized, that it meant loar to the knife against high rates of freight . ' ' If that was the case, I do not believe the public have been more disappointed than have the stockholders. I think the barge company have demonstrated — what the commercial editor of the Democrat seems incapable of understanding — that it costs money to transport freight, even in barges ; and further, that the company was not organized entirely for the purpose of benefiting the farmer and the producer, or for *' carrying out this through grain movement." But as this writer proposes to "prepare an article which willnot only benefit the barge line, but be of much use in aid- ing on the through grain movement," the}' ought not to despair of success, even though the public are only " sympathizers." But when they can make money for their stockholders by ZEAL WITHOUT KNOWLEDGE. 547 <;arrying freight " a< half vjJiat tJiey are now cliarging,'' on this stage of water, they will not only have the sympathy of the public, but their " overt acts," and will not present that *' pitiable" appearance as when carrying freights "but^?.'e cents per barrel under steamboat rates." The expose made by the Secretary of the barge company in his article in the Democrat of the 29th, does not seem to satisfy this champion of cheap freights, and he persists in knowing from him, in so many words, why they do not fix a loiv and uniform rate and not play second fiddle to steam- boats. AVhile I have no interest in the barge company I have some sympathy with them, and believe the statement made by the Secretary is quite explicit enough to suit the stockholders, if it does not satisfy this expert in cheap freights. But I have no desire to provoke discussion with any one who has but a single idea upon the subject, or who can see but one side of it. This writer seems to have the subject of cheap freights ' ' upon the brain," and to him it makes no difference what other in- terests are sacrificed, if cheap freights are secured. He would break down old and responsible packet companies, that have done more lo build up the interests of this city, than a regi- ment of such writers would in a century. He would destroy the business of our splendid freight and passenger steamers, and lay them to thd shore to decay, while their owners and the thousands of employes and mechanics that are supported by them, are forced to leave the city they helped to build and seek new homes and new occupations. Still his zeal is commendable, but zeal without knowledge, St. Paul concluded, — , was not profitable, and I believe it is equally true in the present day. * What is proposed to be gained to this city by cheap freight? Who are to be the especially benefited? Upon general prin- ciples cheap freights are always desirable, all other things be- ing equal. Any man at all conversant with commercial transactions for the last two years will not contend for a moment that river transportation has been high in any direction, or compara- tively so. But on the contrary low, too low, much lower than it could profitably be done for, even hy the barge company — and who has been benefited — not the consumer. It has not re- duced the cost of living, neither has it increased the profit of the merchant or the mechanic ; but it has laid to the shore many fine boats and barges, and left in idleness thousands of build- ers and operatives upon all our rivers. 548 Gould's history of river navigation. If the products of the country cannot afford to pay trans- portation to market, except by barges, which are expected to be run exclusively for the benefit of the farmer and producer, they certainly cannot afford to pay commissions and hand- ling at intermediate ports, and hence cannot contribute very largely in building up the interests of " this beautiful, and is to be, mighty city" this writer speaks of. The system of elevators that is now being inaugurated along our rivers, will do much to reduce the cost of handling products of the country, as well as to reduce commissions and the labor heretofore necessary to handle it. This, togetherwith the rapidly increasing railroad facilities, and insane competition among steamboats, saying nothing about the barge competition, will be satisfactory to the producer and consumer, I presume, even though it does not succeed '*in aiding this through grain movement" to pass down our river without some small portion of it being landed at our wharf and warehouses. E. W. Gould. river freights — steamboat vs. barge transportation ► Editor of the Times: Can you tell " who killed the goose that laid the ijolden eofg? " The Times, in common with its contemporaries, has for the last few years been laudably en- ffa^ed in advocatins; the " throuo-h o;rain movement," as it is termed, by means of towboats and barges. That system has been adopted, and is now in successful operation, if we are to believe the half we road in the papers in regard to the expense of carrying grain in bulk. And now let us see what has been the consequent result, so far as St. Louis is concerned. From the day the barge com- pany was fully and systematically inaugurated, transportation to New Orleans by the ordinary steamboat mode has been rapidly declining, until now, and for the past two years, it has hardly been possible to load two boats per week, and them not with any regularity. Go where you may, among shippers in^ the city or along the whole line of the river, in Texas, or at ports receiving supplies through New Orleans, and you hear the same complaints: " What has become of the St. Louis boats? " " Will my freight never arrive?" *' Why is there no regularity as in former times? " " You, the present class of boatmen, have no enterprise — no get up." "You are driving all our trade to the Ohio River and other places." '*The trade we have so long enjoyed, and which St. Louis WHAT HAS BECOME OF ST. LOUIS STEAMBOATS? 549 lias grown rich from, is leaving us for the want of proper shipping facilities," etc. Since the introduction of railroads, by which most of the travel goes, it is idle to talk about sending boats out regularly or frequently, unless they have something to go with — some- thing to carry. The cost of making a trip to New Orleans and return is no mean consideration, and there are but few men now in the business that are able, if disposed, to run their boats for the benefit of St. Louis or of the public. Now, through the influence of the press and the indomit- able perseverance of the very worthy representatives of the barge company, that enterprise has been placed upon a basis that is said to be beyond the possibility of failure so long as the country produces grain for export. Now the practical question arises, Can the press, can ship- pers, do anything to restore the prestige once enjoyed by steamboats, and thereby secure the facilities all are clamoring for? I contend they can do all that is necessary without injury to the barge interest or any other. By reference to the receipts in New Orleans I think it will be seen that the barges deliver more package freight there, in addition to their bulk grain, than St. Louis steamboats do, while the price is the same by both modes. Heretofore it has been claimed there was not enough bulk grain to make up a tow in reasonable time. That claim, if •ever valid, is no longer so. It has also been pretended that barges could not be loaded with bulk grain alone; that it was necessary to have package freight to give them a load. This is a fallacy that needs no proof to practical men. To be sure, if it is admitted that all the barges that are brought here, and all that barge companies are disposed to buy or build, must be kept in use while steamboats are compelled to lay and wait for the accommodation of certain kinds of freight that barges do not want, or for landings they cannot profitably make, then indeed may shippers who desire to see revived and success- fully continued the former regularity and promptness in the New Orleans trade forever abandon the expectation. If this patronage, this preference for barge transportation, ever was necessary to insure its successful introduction, such is no longer the case. I am assured by parties in New Or- leans and others, that the bulk grain trade is only limited by the supply and the facilities that are afforded for handling it. Here, then, is a field quite large enough to satisfy the most 550 Gould's history of river navigation. zealous advocate for "the through orrain trade," and to orive employment to all the barge companies St. Louis has need of. After what has been said the remedy for restoring the " old goose" to life will readily suggest itself. Let shippers and businessmen remember that if they want prompt and reliable facilities afforded, by which they can accommodate their south- ern patrons, they must unite in supporting such a class of boats as experience has shown can and will do it. E. W. Gould. St. Louis, November 23, 1877. BARGE transportation. St. Louis, November 29, 1880. Editor Times: "It never rams unless it pours" is an old saying, and never more true than when applied to steam- boatmen. It may not be peculiar to them, but it certainly is true when applied to them. They are like sheep going over a fence. When one starts they all follow without knowing where they are to land. If any man can tell what use all the barges now built, and under contract at the present time, are to be put to, he is gifted, as Captain Beasley would say. Every yard from Cairo to Pittsburgh is crowded with barge building, or, in consequence, of the large number of barges beino- built at other vards. These barges are generally of the largest class, some of which havea capacity of from 1,400 to 1,800 tons, which is as much or more than the average Cincinnati and St. Louis and New Orleans steamboats carry. Including what barges have been built during the past sum- mer and now under contract, the aggregate will be quite fifty,, probably more. And what use is this 70,000 tons increased tonnage capacity to be put to? Transportation of bulk grain principally, of course. The last year has been one of the most productive ever known in the West. And the short crop in Europe has created a demand for this surplus. And a large amount of this surplus grain has gone forward in bulk via New Orleans and other ports. Not being in the business I do not, of course, know how much more than a fair margin of profit has been made by those who have handled this srrain. CHEAP FREIGHTS THE WATCHWORD. 551 But I do know that there has been no scarcity of tonnage except for a very small portion of the year. And the low rate of freight that has generally prevailed is conclusive evi- dence that an increase of 50 per cent, in the tonnage will reduce the rate below a possible margin, unless the demand for transportation is far beyond any reasonable expectation. The large amount of railroad freight otferins has of course tended to keep up prices by rail. Still statistics show that while exportations via New Orleans of bulk grain have been largely increased, by far the larger amount has been shipped via Northern ports, notwithstanding the high price of railroad and canal freights. If railroad freights are scarce, it is fair to conclude they will always be strong competitors for bulk grain as well as for every other class of freight. Ocean freights from Northern ports must always rule very much lower than from New Orleans; not so much on account of distance, as from the passenger travel and importations, of which New Orleans furnishes very little. Hence the conclusion seems inevitable that notwithstanding the improvement at the mouth of the Mississippi, whereby vessels of the largest class can pass out to sea, fully loaded, there are many reasons for concluding the tonnage on the river may be increased far beyond any legitimate demand for many years to come. " Cheap freights," is the commercial watchword, the world over, but why it should always be at the expense of those engaged in water transportation, remains for them to decide. With very few exceptions, from the earliest date of " steamboating " on the waters of the Mississippi Valley, to the present time, there has been no legitimate business that has paid so small a remuneration for the capital invested, as it has ; and the indications are that barge transportation will farm no exception, Jay Gould to the contrary notwith- standing. E. W. Gould. CHEAP TRANSPORTATION ON THE MISSOURI. St. Louis, December 18, 1873. To the Editor of the Globe: In accordance with your request, I will attempt briefly to give you the result of my experience and observation in regard to the navigation of the Missouri river, and especially as to the practicability of establishing "barge lines" there, to create ** cheap transportation." I have not unfrequently attempted 552 Gould's history' or river navigation. to show the impracticability of that system of transportation under existing circumstances, but have been met with the ac- cusation that my interests were prejudicial to the introduction of barge transportation, and hence no fair or unbiased conclu- sions need be expected from me. The Missouri River Packet Company have built and navigated barges on that stream successfully, in the prosecution of their business, during low water ; not with tow boats, but with their freight and passenger boats, for the purpose of lighting freight over shoal bars. But that does not prove the practi- cability of using barges as a system of cheap transportation. This company could, and doubtless would, use regular tow- boats in their business if experience or observation showed them to be better adapted than those now in use. Two things at least are now essentially necessary to warrant the success of barge transportation on the Missouri River. The first is the improvement of the river by the removal of snags, wrecks, etc., saying nothing about dredging the shoaler bars. Both of which are practicable, and demand the atten- tion of our members of Congress. The second is, protection of those articles of commerce naturally seeking a market through water transportation. At present railroad competition is such as to render it utterly impossible for any system of water transportation on this river to compete with it — as demonstrated by the prices charged during the latter year or two from St. Joseph, Coun- cil Bluffs and other points to St. Louis and Chicago. It is a well known fact that corn, oats and other heavy freights, have been carried by rail, during the whole summer, from these and other points, at twenty-five cents per 100 pounds, and for fifteen cents from Kansas City and other places. From the latter point to St. Louis by water is near 500 miles, and from St. Joe 660, and from Council Bluffs 800. If the cry of " cheap transportation " is not silenced by these rates, it is not necessary to look to the river for relief, under any condi- tion of improvement. And until these cheap and bulky ar- ticles of freight shall have been largely increased in their production, or railroads find more profitable use for their stock, it would seem hardly necessary to inaugurate barge lines or any other cheaper mode of transportation. In order to insure success in barge transportation, I appre- hend a depth of at least five feet of water to be necessary on such streams as the Missouri, even after the snags, wrecks, etc., are removed. But out of the nine months of navigation, which is about the average time in that river, there are not HENRY T. BLOW AND THE WINDOM COMMITTEE. 553 more than four months the water will average tive feet in the channel. The balance of the time it varies from three and a half to four and a half feet, take one year with another. While I am willing to admit the practicability and economy of barge transportation on some rivers, and under some circum- stances, I am not prepared to indorse it as the best or most economical means of securing "cheap transportation," under all circumstances. I will venture the prediction, that when the Mississippi River is so improved as to insure a channel depth of eight, feet water between St. Louis and New Orleans (which is con- sidered practicable), the present system of transportation by barges, for miscellaneous freights, will be considered among that class of steamboats, the Hon. Henry T. Blow said before the Windom Committee, " belonged to another age, and ought to be burned up." While I do not indorse Mr. Blow as to the disposition that should be made of these boats or barges, yet I am satisfied that they will be superseded b}^ a class of steamboats better adapted to insure cheap transportation than any system of barge transportation yet known. Did it ever occur to you, Mr. Editor, there were two sides to this question of cheap transportation? It sounds to me a good deal like a hobby, upon which political aspirants, public speakers, and newspaper writers generally, mount to catch the sympathy of those who so generally respond to the sentiment of " cheap transportation." As a rule, I admit the necessity of cheap transportation, all things being equal. But there is a very important distinc- tion between what might be considered cheap transportation and a fair remunerative rate. It must be admitted that the car- rier is as much entitled to a fair compensation for his capital and labor as is the farmer or producer. We never hear the latter abused for askino; tiuo or three prices for anvthins: he has to sell, if the market justifies it, however much it may the subject and is contributing its influence to so important a matter. Not that I have a particle of faith in any practical good that will result from this present eflbrt, more than in all previous ones, so far as the establishing of a successful line of barges is concerned. But if persisted in, as I trust it will be, the object may be accomplished after a while. And why not now?' you may ask. NO PRICE FOR FREIGHT TO JUSTIFY BAROE TRANSPORTATION. 555 If you will V>ear with me a little, I will repeat what I have often said before. Simply because it is entirely impracti- cable, and for several reasons, some of which I will briefly enumerate. The first and principal one is, the river is not in condition to make it possible to navigate a tow of loaded barges in an ordinary stage of water, much less in a low stage which usually prevails from the opening of navigation until the first of May, and from September 1, to the close of navi- gation. I make this assertion without fear of successful contradic- tion from any practical tow-boatman or boat owners on the Missouri River whose opinion is entitled to con.-^ideration. I don't mean to say such a thing cannot be done if time and care enough is spent to work a single tow up and down. But no price will be paid for freight that will justify that. That beinj; admitted, further ar^'ument would seem unneces- sary. But to further illustrate, let us see how about high water. That generally continues about three months out of the twelve; and if in every way adapted to barge navigation, no sane man will contend that the profits during that short period Will justify establishing and running a line of barges; although from some estimates I have seen from these " old, practical boatmen," one might conclude there was a fortune in a single trip. Every one acquainted with the navigation of the Missouri knows to their sorrow the difficulty and danger of passing the bridges, even in low water, which is doubly increased in high. In fact, it often occurs in high water that none but the most powerful boats in the river can pass those draws without a barge, and to attempt to take a tow of barges through them would be madness. I doubt if a man of ordinary observation can be found, who has traveled on that river since those deadfalls have been built, that will dissent from this statement ; and if there is a responsible insurance company that will underwrite on such tows, it will only be at a rate that will preclude the possibil- ity of shipments. The rate of insurance on that river is always so high that none but the cheapest character of freight can be shipped. The railroad rate of freight is often less than the insurance by river, on all classes of merchandise. Hence, as a matter of course, a line of barges would have to depend upon their down-stream freights principally, as steamboats do now. After what I have said it is hardly necessary for me to at- tempt to show the lowest rate of freight at which a barge com- 55(5 Gould's HifexoKY of river navigation. pany could live, caiTyinsj freight one way only, or say from Kansas City to St. Louis. With the large number of railroads that diverge from Kan- sas City, and the increased competition that would ensue, no price of freight could be had even from the most enthusiastic barge advocate that would pay a barge company under pres- ent circumstances. But there may be a condition of things that will change these circumstances, and hence I said at first I was glad to see the interest the liepiiblican, Kansas City and other papers were taking in this very laudable enterprise. COMMENCING AT THE WRONG END. But you have commenced at the wrong end, gentlemen, and will never succeed, until Congress shall have made sufficient provision, and improved the navigation. With one-half the talk that has been made to establish a barge line, an intluence might have been exerted upon our members of Congress that would have resulted in so far im- proving the rivers as high up as Kansas City as to make prac- tical barge navigation. But with the exception of an occasional effort on the part of some member to introduce some imprac- ticable measure for general improvement, we hear nothing said of the Missouri River, unless some railroad company pre- sents a bill to bridge the river, which Congress is sure to grant and the people indorse and no questions asked until they want some compensation to " break up the pool combination " of these same railroads. Verily, " consistency, thou arta jewel." But there is no use quarreling about what has been done — railroads and railroad bridges are good things. Both can and ought to be built — not to materially obstruct navigation, but across the Missouri they have not been so constructed. But the practical question now is. What is the remedy? What can be done to so improve navigation at once, that our immediate necessities can be provided for? I answer remove the snags and build cribs above and below the bridge piers at the draws, so that boats may drop or cor- dell through safely. This can and ought to be done at once, and will not cost to exceed $50,000. And it is all that is nec- essary to insure pretty safe navigation as high up as Kansas City for eight months in the year, or as long as good water continues. But as snags are constantly accumulating, of course it will be necessary that one snag boat should be kept patrolling the river most of the time during the navigable season each year. Now, gentlemen of the press, of the farm and the middle IMPORTANCE OF RIVER TRANSPORTATION. 557 men, if you mean business, and expect to accomplish anything, hitch your tow-line on the right end of your barge; trim your sails and bear down on your Congressmen. If you can't make the ripple through them you might as well give up the ship and the barge lines. E. W. Gould. RARGE TRANSPORTATION ON THE MISSOURI RIVER, St. Louis, March 1, 1873. To the Editor of the Democrat: Kansas City and other towns along the Missouri River have been alive with the " barge question " for some weeks past — all seeming to believe that if there were barge lines established their freight could be transported to Southern markets at less than half the present cost, besides being highly remunerative to the enterprising projectors. In this sentiment your com- mercial editor seems also to sympathize. My object at this time is not to attempt to show the fallacy of this proposition. Practical men know that at present it is nothing but a fallacy. And merchants of experience know that freights are carried to-day, by rail, cheaper from Omaha and many points between there and St. Louis than any water transportation in America, except ocean and lake. But it is claimed that Nebraska and Kansas are to be the great grain producing States of the na- tion, and must have increased facilities, and that barge lines can alone supply the demand. We will suppose that to be the case for the sake of the argument; for when the products of the country shall have increased sufficiently to give the roads what business they want, rates of freight will, of course, be greatly increased; and without a regulator, such as the river may be made, the rates of freight will undoubtedly be a subject of just complaint. Now, right here, allow me to make a suggestion which, I believe, will do more to accomplish the object all these gen- tlemen have in view than the formation of a half dozen barge lines at the present time. Let them use half the effort to sat- isfy our members of Congress of the importance of river trans- portation that they have used to convince themselves and their readers of the necessity of barge lines, and they will very soon secure appropriations by Congress which will so improve the character of navigation on the Missouri that barge transpor- tation will be a practical thing quite as soon as the demands of commerce require it. They have commenced at the wrong end of the rope. While their zeal is commendable, it is " zeal without knowledjrc." The great mania for railroad 558 Gould's history of river navigation. building has entirely eclipsed the impoitance of river trans- portation until very recently, and the people have sat quietly by and allowed these railroad corporations not only to absorb millions of the public domain, and of the people's hard-earned money, for which they have never returned a dollar, but have absolutely allowed them to place obstructions in the channels of our great navigable streams that will do more to prevent barge and steamboat navigation, or cheap transportation (which seems to be the great desideratum), than all other causes combined. When these commercial writers and *' cheap transportation" advocates wake up to the real issues, and learn what the first steps are that will assure the object they so much desire, we may expect to find them combating some of the numerous bridge schemes now under contemplation, which, if not soon changed in character will forever put a stop to not only barge transportation, but to every other kind except railroad. We shall find them, too, not only appealing to Congress for appropriations for the im- provement of our rivers, but insisting that every candidate who offers himself for Congress shall be pledged to use his best endeavors to secure the necessary appropriations, from year to year, until the great rivers of the country are made navigable for all kinds of water transportation. When this is accomplished, the barge question will be a more practical one for discussion. E. W. Gould. FIRST STEAMBOAT CAPTURED. 559 CHAPTER LXXV. THE WAR RECORD OF STEAMBOATS. PROBABLY no interest in the Mississippi Valley suffered so much from the effects of the war as did steamboating, especially at the South. But as soon as hostilities ceased, those who still survived and had managed to save their boats, or could build or buy others, at once set to work with commendable zeal to recover their lost fortunes and to re-establish themselves in their re- spective trades, which were already being occupied to some extent by a class known as " carpetbaggers." Such, however, was the demand for transportation that for a year or two all that recognized the situation and had pro- vided themselves with boats, soon regained their former posi- tions, and were doing a flourishing business. But in the meantime the war had given their natural enemy, the rail- roads, a long stride towards the front, and they were rapidly approaching the sources from whence steamboats draw their sustenance, and what seemed for a while a full return of former prosperity only revived hopes, to be disappointed in the near future. There were but few of the regular transport steamboats at the South taken for gunboats. A few were purchased by the government and dismantled and their machinery used for pur- poses of defense in diff'erent parts of the country. Some were used for the transportation of troops and supplies, and a few continued to run in their legitimate trades as far north as Memphis, until New Orleans was caj^tured and the Mississippi opened. Then all that could get away followed their prede- cessors into the Yazoo, Red River and the Bayous. All that remained in the Yazoo were destroyed, either by one government or the other, — principally by the Confeder- ates and the owners of the boats, to prevent their falling into Federal hands. The boats that sought Red River and the Bayous were more fortunate, and many of them escaped destruction, and after the close of the war resumed their respective trades, as soon as they could be repaired, of which they were greatly in need, having been largely neglected for four years. The first steamboat captured by either party during the war was a little transfer boat owned at Memphis by Captains 560 (jould's history of kiver navigation. Frank Smith and Reese Pritchard, called S. H. Tucker,, valued at two or three thousand dollars. She was captured by the Federal forces while laying at Columbus and taken to Cairo. The foUowin;^ steamboats, tow-boats, tug-boats and one steamship constituted the material out of which the eight Con- federate gunboats were constructed, that figured at Fort Pillow and Memphis, June 6th, 1862 : — Tug Propeller (remodeled), called Little Rebel, commanded! by Capt. Ed. Montgomery, Commodore of the fleet. Steamship Mexico (remodeled), Gen. Bragg, commanded by Capt. Wm. Leonard. Mary Kingsland, tow-boat (remodeled), Jeff Thompson, commanded by Capt. John Burke. Julius Bebee, tow-boat (remodeled), Sumpter, commanded by Capt. Wallace Lamb. Baltic, tow-boat (remodeled), Gen. Van Dorn, commanded' by Capt. Isaac Fulkerson. Milledon, tow-boat (remodeled), General Price, commanded' by Capt. James Townsend. Ocean, tow-boat (remodeled), Gen. Beauregard, command- ed by Capt. Henry Hurt. Hercules, tow-boat (remodeled), Col. Lovell, commanded by Capt. James Delacney, The newspapers of the day are very destitute of detailed ac- counts of the performance of this fleet. But it is generally conceded their lives as gunboats were of short duration and barren of important results. Some of them were powerful tow-boats and had previously been used in towing ships to and from New Orleans to the gulf. They were bought by the Confederate government and paid for in their currency at par, which at that time would buy cotton or anything else the South produced. They were con- verted into gunboats at New Orleans and were thought to be equal to anything they were to come in conflict with from the North. But the result showed they were only principally use- ful in skirmishes, in running small batteries and in guerrilla warfare. Several of them were sunk in the little fight before Memphis. Others were destroyed by their oflScers to avoid falling into the hands of the enemy. One or two got away and were afterwards destroyed about Port Hudson or Baton Rouge. The following is a partial list of boats which were destroyed during the war. While not complete, it is as perfect as pres- ent records furnish : — ^ Capital, transport, New Orleans and Bayou Sara packet. LIST OF BOATS CONTINUED. 561 Ivy, was made a gunboat. She was a low pressuse tow- iboat. Gen. Polk (E. Howard), formerly transport, gunboat. Lexington (ferry-boat), gunboat. Mobile (propeller), gunboat. Magnolia (transport). New Orleans and Vicksburg. Magenta (transport). New Orleans and Vicksburg. J. F. Pargoud (transport). New Orleans and Ouchita. Prince of Wales (transport), New Orleans and Cairo. Peytona (transport). New Orleans and Louisville. Mary E. Keene (transport). New Orleans and Vicksburg. Acadia (transport). New Orleans and Vicksburg. Ferd. Kennett (transport), New Orleans and St. Louis, Ed. J. Gay (transport). New Orleans and St. Louis. Steamship Star of the West. Hartford City, coal tow-boat, Memphis. Hope, (transport), Vicksburg and Yazoo City. Cotton Plant (transport), Vicksburg and Yazoo City. Scotland (transport), St. Louis and New Orleans. Golden Age (transport). New Orleans and Fort Adams. R. J. Lackland (transport), St. Louis and New Orleans. John Walsh (transport), Memphis and New Orleans. Natchez, gunboat (formerly transport), New Orleans and Vicksburg. 35th Parallel, gunboat (formerly transport). Dew Drop (transport), Vicksburg and Yazoo River. H. D. Means (transport), Vicksburg and Memphis. Emma Betts (transport), Sun Flower River. Ben McCullough (transport), Obion River. Alonzo Child (transport), between New Orleans and St. Louis, was transformed into a Confederate gunboat. Vicksburg (transport), between New Orleans and Vicksburg, was dismantled and her machinery used by the Confederates, Lizzie Simmons (transport). New Orleans and Ouachita, converted into a gunboat or ram, lost, Arkansas River. Wm. M. Morrison (transport), St. Louis and New Orleans, burned by the Confederates at the wharf. New Orleans, when the city surrendered. New Falls City (transport), sunk in Red River by the Con- federates, to prevent the expedition under Gen. Banks invad- ing Upper Red River. Many of the above boats were destroyed on Yazoo River, or its tributaries, by sinking or burning, generally, by order of the Confederate Government. They had been taken there •by their owners as a place of safety. When the Yazoo Pass 36 562 Gould's history of river navigation. was ope«ed and Vicksburg taken, they were destroyed to pre- vent their falling into the hands of the Federals. Among the larger and more valuable boats that were de- stroyed by the Confederates and those in sympathy with them and that belonged to owners outside of their lines, may be mentioned the following : — Wm. M. Morrison, laying up, New Orleans. Ruth, at Norfolk, loaded for New Orleans (incendiary). New Falls City, sunk in Red River to obstruct channel. Emma, lost on Red River. Imperial, burned, wharf, St. Louis. Sky Lark, , Tennessee River. Claira Bell. Callie, — , Tennessee River. Tigress, sunk, Vicksburg batteries. Black Hawk. Lebanon, , Old River. Thomas E. Tutt, Red River, burned. John W. Cheesman, burned, Tennessee River. Dacotah, burned at Paducah. City Belle, burned, Red River. Julius H. Smith, burned, Cumberland River. Ashland. R. B. Hamelton, torpedo. Mobile Bay. West Wind, burned at Glasgow, Mo. Alice Dean, burned by Morgan at Brandenburg, Ky., after crossing his cavalry on their great raid. Mdzeppa and barges, burned on Tennessee River. Rose Douglass, Little Rock, Chester Ashley, Daniel B. Miller, Violet, Cedar Rapids, all burned on the Arkansas, battle of Arkansas Post. St. Francis No. 2, burned on White River. Lake City, burned by guerrillas, Carson's Landing. Henry Clay, destroyed at Vicksburg by the batteries at the time Forest Queen ran past them. There were other boats destroyed on different streams in the South. But as yet there is no complete record, either in the South or West, of the results of the war so far as steam- boats were concerned. But under an act of Congress the War Department is preparing an exhaustive record of all transactions and in- cidents of the war in detail, both of the Federals and Con- federates. There is a War Records Bureau which has for several years been devoted entirely to collecting, compiling, and printing DEATH OF (APT. JOHN MOLLOY 563 these war records. When completed there will probably be some forty or fifty large volumes. As only boats of loyal citizens were employed by the govern- ment, except when seized and confiscated, this interest suffered much more at the South than in the West. Although in the value of the boats lost, if not in number, the West suffered most, principally from incendiarism and guerrillas, although by order of the Confederate government many were burned. After the blockade was removed on the Mississippi there were many boats fired into from the Confederates along shore from masked batteries and guerrillas, and some narrow escapes and many lives lost. Among the many attacks none are reported with more tragic results, or that made more narrow escapes, than did the large, new steamer Empress. She was admirably calculated for the transportation of troops, horses and cavalry, equipage, etc., and consequently she was often in the service of the government. On one trip from New Orleans in 1863 with 800 tons of sugar and molasses on board, Capt. John Molloy, master, when just above Island 82, she was fired into by the Con- federates from shore, which killed Capt. Molloy and several others, and so disabled the machinery that only for the assist- ance of one of the tin dads that were patroling the river and happened to be within hearing, the Empress would have been captured and undoubtedly destroyed, as there was among the passengers Gen. John McNeil and many other Federal officers and soldiers but no organized command. The boat being heavily loaded and with poor fuel was mov- ing very slowly. From some passengers who had landed at a point below, the Confederates learned that Gen. McNeil was on board and his record at Palmyra, Mo., made them anxious to become more intimately acquainted vvith him. The meanderings of the river enabled them to overtake the boat in the bend of the river below Gaine's Landing. Having planted their cannon in ambush, they waited behind the levee until the boat was abreast of them and not more than 300 yards distant. Capt. Molloy stepped out of his room in front of the pilot house on the first report. The second discharge took his head off and sent several shot and shell through the boat in different places. As it was very warm weather several lady passengers and some children were in the pilot house. They immediately 564 Gould's history of river navigation. dropped on to the floor, and were partially shielded by the iron plates that were put up to protect the pilot. Although they partially disabled one engine, through the quick action of the engineer, he shipped up the full stroke camrod in time to keep the boat going up the river, and she was soon out of range of their cannon. But as the channel followed the shore for some distance their cavalry kept up with the boat and continued their rifle practice upon her until she was enabled to cross the river. When, through the assistance of the tin clad that had come to her relief, she was landed on the opposite shore, ■where the dead were interred, the wounded cared for, and the machinery temporarily repaired, when she resumed her voyage. This was probably the narrowest escape Gen. McNeil ever had. If the boat had been captured there would have been no exchange of prisoners in that case. The Empress made many narrow escapes during the war. On one trip from the South a battery at Bolivar, Mississippi, opened upon her when she was passing there in the fog. The fog lifted just as she was opposite, and before the guns could be got into range, she had gotten so far passed that the shot came in only at the stern, and did but little damage, al- though the boilers were closely shaved. One spent ball from the battery was picked up in the pilot house, and carried on the boat as a kind of trophy or memento until the close of the war. After much valuable service in the Federal cause, and so many narrow escapes from Confederate batteries and guerrilla sharp-shooters, this splendid steamboat was ingloriously killed soon after the war by a more formidable battery in the shape of a sunken wreck at Island 34. The following graphic account appeared in the St. Louis Republican soon after the occurrence. Many of his numerous friends will still recognize the signature of the corre-pondent. It was from the pen of one of that paper's most reliable cor- respondents and one that was emploj^ed on Federal trans- ports during the war. This writer is under manj^ obligations to Mr. Moore for interesting items in this work : — STEAMER EMPRESS FIRED INTO NEAR GAINES' LANDING, ARK. TERRIBLE DAMAGE AND SLAUGHTER — GREAT CONSTERNATION ON BOARD FIVE PERSONS KILLED AND ELEVEN AVOUNDED. " The steamer Empress, en route for St. Louis, was fired into from the Arkansas shore, about one mile below Gaines' Landing, on Wednesday, the 10th inst., at 3:30 p. m. REMARKABLE ESCAPE OF THE STEAMER EMPRESS. 565 The battery encountered comprised some eight guns, of six and twelve pound calibre, and of the most improved capacity for both accurate and terrible execution. The number of guns is derived from an estimate made by artillerists on board at the time. The battery was doubtless supported by a large force of infantry, variously estimated at one to two thousand. How- ever, of the strength of this force there could be no proper conjecture, except from limited information in possession of the gunboat officers in the vicinity. Certain it is that the boat encountered a perfect shower of musket balls, but which were seemingly regarded with but little terror amid the din and clash of the terrific, death-dealing missiles discharged from their artillery. This battery was located in the bight of a deep bend, the body of water being confined to a narrow channel, while the rapidity of the current was proportionately increased ; and to this list of well studied advantages, the fact that one among the first shots fired cut away the '* camrod " to the larboard engine, while another shot or shell disabled the " doctor engine," and some idea, though indefinite, may be formed of the danger of the position. The larboard wheel being stopped caused the boat to be forced by the remaining wheel in the direction of the battery, and this disadvantage was made still more alarming by the fact of the boat not having sufficient headway to render her obedient to the rudder. During this most desponding crisis the boat was almost stationary, and that, too, in the very mouth of the battery, and yet the engineers were braving every danger and striving with almost superhuman energy to effect temporary repairs, such as would enable them to work the engines, at least, until the supply of steam and water should be exhausted. They could not hope for anything beyond this, in consideration of the injury to the " doctor engine," by which the boilers are supplied. Their noble efforts were crowned with success, and many a drooping spirit leaped joyously with the first revolution of that engine. The boat had just escaped the range of the battery when the tin-clad gunboat Romeo, or No. 3, came to her assistance and while rounding in alongside to take her in tow shelled the woods most furiously to silence the sharpshooters stationed along the banks. The boat was under effective fire for over twenty minutes. Fifty or sixty artillery shots took effect in various portions of the boat; while the number of small shots is almost too numer- 566 GOtfLD's HISTORY OF RH ER NAVIGATION. Oils to estimate. Many of the shots were evidently directed at the boilers, and some conception of the accuracy may be had when we state thirteen mules were killed immediately be- tween the boilers and the battery. Gen. McNeil having occasion to pass from the roof into and through the cabin expressed it that he seemingly picked his steps through a perfect " labyrinth of cannon balls." At the time of the attack, there were some five hundred persons on board, including passengers, about sixty of whom were women and children. Words cannot express the con- sternation of that half hour. History will fail to record, or canvas to portray, the horrors of such a scene. Men, women and children running to and fro wringing their hands in utter despair, or crouched behind some frail protection which fear and terror had magnified into fancied security. To intensify this scene of anguish, many passengers were hurrying about the cabin and although unhurt themselves were literally covered with blood received from the wounds of others near by them. After the gunboat had towed the Empress around the point which bhut out the locality of the battery from view, she landed her and here she remained until the necessary repairs could be completed. This required about eight hours, when the lights on board were all extinguished, and under convoy of the gunboat we proceeded up the river. After the trying ordeal was passed, and notes and incidents compared, we were enabled to bestow honor on whom honor was due. Among the bright stars in the galaxy, we beg to mention the following names: Brig.-Gen. McNeil, Military Director; Thos. Goslee and Enoch King, pilots; Hugh Davis, mate ; Geo. Bruce, Andrew Pendleton, Judd Weber and Wm. Ten- nant, engineers and assistants. The list of names of killed and wounded has doubtless, ere this, reached you by telegraph. When the attack was commenced Captain John Molloy was sitting on the bed in his room, in the forward part of the Texas. He immediately ran out the side door, and on the op- posite side from the battery. He took hold on a small iron hog- chain, by which he was endeavoring to swing himself out- board to speak to the pilots, and while in this position a solid shot passing through his room struck him, completely sever- ing his head from his body. Here let us pause while we pay a sad but fitting tribute to the memory of a departed friend — Captain John Molloy had CAPT. moixoy's antecedents. 567 been for a series of years an active steamboatmau, hailing from this port — and in every position he was called to fill, he evinced a spirit of honor and integrity in the discharge of his duties, a pride in his profession, and a scrupulous regard for the interests of his employers, that endeared him to the hearts of all with whom he became associated. We know of no higher or more deserving encomium when we say : " To know him was to love him." Many a stout heart among that crew bowed in sorrow and affliction on learning •of the death of their commander. A true friend — an agreeable companion — a high-toned gentleman. Who will wonder that many a bitter tear, on that sad occasion, bedimmed the eye of those " unused to weep- ing?" " A. R. M." OBITUARY. Died, Wednesday, August 10th, on board steamer Empress, Captain John Molloy, in the 4 2d year of his age. The subject of the above notice was a citizen of this city, long and favorably known throughout the community at large, but more especially to the steamboat fraternity, of which he had been for many years an esteemed and revered member. His parents emigrating to St Louis while he was yet in his infancy, he may be said to have '* grown with the village," and being endowed by nature with these ennobling qualities of head and heart which ever attract the love and admiration of the circle, and unite, as with a silken bond, in friendship and sincerity, he had the gathering of long years to claim for his myriad of true friends and companions. At an early age he selected for future pursuit a mercantile calling, and with this view entered the well-known house of Sproule & Buchanan, wholesale grocers and commission mer- •chants. As evidence of worth he retained his position in this house for many years, and throughout all the varied changes to which the firm was subjected. About the year 1850 a river life claimed his attention, and we find him engaged a& second clerk of the steamer Amaranth, a regular St. Louis and New Orleans trader. He was attached to this boat for over two years. Subsequently he was clerk of the steamers Aleck Scott, Shenandoah and J. C. Swon. He was in command of the steamers Orleans and John Walsh, which latter boat he superintended during her building 4it Cincinnati. He also commanded the steamers Illinois, Planet, Champion, Mollie Able and Empress. He was an ac- knowledged competent boatman and thorough business man, 568 Gould's history of river navigation. affable in his deportment to all, genial in his manners and much given to social converse, a not uncommon sequence of river life. " For what'er our mood In sooth, we love not solitude." He was engaged with a friend in talk of home and the brighter scenes of early youth but a single moment before he was sum- moned and called away from " earthly scenes." He died as he had lived, with the words of duty upon his lips. A loved companion has passed away, and we would fain forget the scene or the occasion of his untimely death. Yet in after years, when the dread alarms of war are hushed and peace shall lend its cheerful influence to home and fireside, remem- brance will anon harrow up the retrospect and picture o'er again the brief but sad hour that doomed a noble life. " Count life by virtues — these will last When life's short race is o'er — And these, when earthly joys are past Shall cheer us on a brighter shore." Among other tragic events that occurred on transport boats was one on the steamer Von Phul, on a trip from New Or- leans to St. Louis in which Captain Gormon, her commander, and the bar-keeper were instantly killed from a battery located just above Bayou Sara on the opposite side of the river. A STORY of the WAR — HOW THE ALICE DEAN WAS DESTROYED DURING THE MORGAN RAID, FROM CINCINNATI ** COMMERCIAL GAZETTE ' ' CONFEDERATE GENERAL -IOHNSON's ACCOUNT RE- LATED TO MRS. CAPTAIN JAMES H. PEPPKR TWENTY-FIVE YEARS AFTER. April 14, 1889. ''Previous to and in the early days of the war, the Cincinnati and Memphis packet Alice Dean was one of the favorite and most palatial of river steamers. Her cabin was sumptuously furnished, and she was one of the fast clippers, plying between the Queen City and the now fast growing city on the Tennes- see bluffs. The Alice Dean was a favorite vessel for excur- sion parties from Cincinnati, and was commanded by Captain Jas. H. Pepper, a mariner of prepossessing appearance, a re- fined, well educated man, and whose urbane manners made him a general favorite with the traveling public. Captain Pepper has long since gone to that bourne from whence no- traveler returns, and the grand floating palace during the war was burned to the water's edge by the guerrilla, John Morgan^ A REMARKABLE REVELATION. 569 near Brandenburg, while in the hospital service and en route from Memphis to Cincinnati. The boat was hailed into shore by a distress signal, and John Morgan when she landed came aboard and demanded that he and his troops be transported to the other side of the river. Unbeknown to Captain Pepper at the time, Morgan was being hotly pursued by Generals Buford and Shackleford, and on the way up the river his men became very boisterous and threatened to burn the boat. Captain Pepper went to Gen- eral Morgan, and, both being Masons, exacted a promise from Morgan that if the boat were landed and his men safely con- veyed to shore the Alice Dean should not be in the least mo- lested, and be permitted to continue on her trip toward Cincinnati. Hardly had the landing been made, however, before the boat was discovered on fire in several places, and soon burned to the water's edge." The widow of Captain Pepper has for several years past been conducting a hotel at Temple, Texas, and recently wrote to a friend in this city relating a strange coincidence. The lady says: " You will, no doubt, remember the capture and burning of the Alice Dean . There has several times come to our hous.e within the last three months a gentleman totally blind. His fine appearance and language excited one's atten- tion and sympathy, A few weeks ago he registered with us again, and came here to meet some New York capitalists, who are projecting a railroad in this section. The name of the gentleman is General Johnson. One evening he and the New York gentlemen were in the office, and the General was relat- ing some war reminiscences, when one of the party asked him if he had lost his sight during the war. He replied: ' Yes ; I was with General Morgan, an officer at the time he made his raid through Ohio. We reached Brandenburg, Kentucky, where I captured a small stern-wheel boat, and, seeing a large steamer approaching from down the river, ran out into the river with the stern-wheel boat and began giving signals of distress. The captain of the large boat slowed up and came alongside, and in a few moments my men, at an order from me, had boarded her. I compelled the captain to carry all of Morgan's troops to the Indiana shore, where we safely landed. General Morgan going ahead with his men and I remaining on board with a small force, and then, it occurring to me and fearing that the captain of the captured boat might go back to the Kentucky side and carry over after us General Buford and his command, / ordered my men to apply the torch, and burned her to the water's edge.' 570 GOULU'S HISTORY OF RIVER NAVIGATION. "All of this I heard, and not being able to longer contain my feelings, interrupted their conversation by saying, ' Gen- eral Johnson, do you remember the name of the boat you burned? ' ' Yes,' he said, ' let me see. I can see her in my mind.' I was too impatient to let him think, but exclaimed, * Was it the Alice Dean ? ' « Yes, yes, that was her name, and she was commanded by Captain Pepper.' * Well, sir,' I said, ' do you know that Captain Pepper was my husband, and it was his property you destroyed? ' ' Is it possible I am talk- ing in the presence of Mrs. Pepper? ' ' Yes, sir, you are." " There was a dead silence for a few moments, and then 1 left the office. I learned afterward from one of the gentle- men that they had had a skirmish with General Shackleford and General Johnson had been shot through both eyes, and was nursed by a family near Newbery, Indiana, named Sims. I have so often had a curiosity to know why the Alice Dean was burned, as I have heard Captain Pepper say General Morgan assured him as a Mason that his property should not be destroyed. Was it not strange that after so many years — over a quarter of a century — away here in far Texas, making my own bread and in my own house, I should hear a man say he applied the torch to my husband's boat? " The name of the little stern-wheel boat referred to in the narrative was the John T. Macombs. RIVER REMINISCENCES. [Reported for the Enquirer from Memory by Captain A. H. Haudlan.] The following list of gunboats, rams and transports were at Shreveport, Red River, during the summer of 1863: Mary T, gunboat; Missouri, iron-clad, eleven guns; ram Webb, after New Orleans fell, came out of Red River, passing New Or- leans flying the Stars and Stripes, and when oppisite the point at Algiers pulled down the Stars and Stripes and displayed the Stars and Bars, and was fired at from a Union gunboat of Commodore Farragut's fleet, but she continued her course down the Mississippi fifty miles, where she met Commodore Farragut's flagship Hartford, when her crew ran her into the bank and deserted her after damaging her so that she sank. Above Shreveport: T. W. Roberts ;"the General Quitman came out with a cargo of cotton belonging to Captain John Cannon and went to St. Louis; Nina Sims, Anna Perrot ; the Falls City was scuttled and sank crosswise in the river to pre- vent steamers from passing ; the Twilight, Homer, Indian No. MEM. OF STR. JOHN WALSH, SUPPOSED TO BE IN 1860. 571 2, Vigo, Trenton, ram and gunboat General Beauregard, after- ward captured and sunk in the fight at Memphis : Charm, Andy Fulton, Eries Nos. 4, 6, 7, Doubloon, Countess, J. M. Ralph, Music, Lafourch, T. D. Hine, Cleon, Colona, Planter No. 2, Frolic, Morgan, Nelson, Dr. Beaty and others. None of the above were destroyed by the Union forces. But they blew up the gunboat Eastport to prevent her from being captured, beside losing some trnsports in that hornet's nest. Memoranda. — Steamer John Walsh left New Orleans Monday, August 6th, at 5 o'clock, p. m. We left in port for St. Louis, steamers Wm. M. Morrison, Imperial, New Uncle Sam, Jno. J. Roe and Hiawatha. 7th — Met T. L. McGill at Natchez. 8th — Met Edward Walsh at Vicksburg; City of Memphis just above; John Warner at Island 93. 9th — Met Gladiator at Greenville, and Skylark aground at same place. 10th — Met A. McDowell aground at Helena. They had succeeded in sparring her straight with the current, and unless something should give way she would soon be afloat. 11th — Met Champion above Memphis ; Choctaw still hard aground at Ishmd 25; with Great Western alongside taking freight ; L. M. Kennettjust starting over the bar at the same place. 12th — Met Hannibal at No. 8 ; Arago at Cairo, loading for New Orleans and would leave same day; B. J. Adams, fromLouisville,also loading to return from Cairo. She was about ready and only awaited the arrival of the Tempest with a lot of mules. 13th — Met Alonzo Child at Wittenburg. When we passed Napoleon the wharf -boats were tilled to their utmost capacity, and flat-boats were called into requisi- tion for the storage of wet barrels and other descriptions of freight not liable to damage by exposure. To Little Rock there was a channel depth of only twenty inches, while above that point they report twenty-seven inches. The Mississippi above Vicksburg is fast assuming what might be termed a very " ragged exterior." The water on the principal bars may be set down as follows : Greenville, 1\ feet ; Bulletin, 8^ feet ; Island 34, 8 feet ; above Cairo, 7 feet. Yours truly, E. T. C. 572 Gould's history of river navigation. CHAPTEK LXXVI. T STEAMBOAT vs. RAILROAD. HE following paragraph is copied because it claims to be indorsed by a newspaper generally practical in all its suggestions — not because this writer indorses it for a mo- ment. True, the author of the paragraph, " R. F.," supposes a differently constructed wheel, and in fact what he terms •' new methods" are to be applied. What they are or what may be the result of such " new methods," of course, no one can predict without knowing something of them. But he claims that " methods now known " will insure much greater returns than have yet been obtained. Without speculating upon the results of the new methods,, his claims of what can be secured by those already known, are so impracticable, on the Mississippi River at least, that it is hardly worth while to discuss them. It is now more than seventy-five years since the best skill and mechanical ingenu- ity that this country and Europe have produced has been de- voted to the study of the best methods in the application of steam to navigation. The last twenty-five years have certainly shown no improved methods, or if improved, no 7iew methods. So far as the Mississippi River is concerned, there is no evi- dence to prove that there has been any improvement in the speed of steamboats va forty-jive years. When the circumstances are fairly considered, the time of the first J. M. White, in 1844, has never been equaled, and probably never will be, over the same course. The proposition that passenger boats can and ought to be built to make the trip from New Orleans to St. Louis in sev- enty-two hours and back in forty-eight hours is too chimerical to talk of in the present condition of navigation, or in any other condition that is probable to exist. No route, no circumstances in America, if in any other country, have as yet made it possible for a steamboat to com- pete with a railroad except in towing cheap freight, especially on such streams as those in the Mississippi Valley. The route between Louisville and Cincinnati is a fair illus- tration. There was a wealthy corporation, well and exten- sively known for the excellence of their boats, almost entirely exempt from accidents, on a route free from snags, wrecks or A POLICY CONSIDERED. 573 other unknown obstructions, with a stage of water often ex- tending through six or eight month.s, without interruption, and with a class of boats combining all known facilities for speed and comfort, with arrangements with all connecting lines of railroads — making sure connections at each end of the route — furnishing a good supper and a comfortable night's lodging at less than railroad cost. The result is known to everybody — that ten passengers go by rail where one travels by this fine line of boats. The same may be said of the travel on the Hudson River, and a large part of the year even on Long Island Sound, and every other route where this competition exists. Produce the new methods and if practicable there is plenty of capital to avail itself of the advantages developed. But it is idle to flatter ourselves with methods or expectations long since exploded. ^^ Editor of the Times: I am glad to see that a suggestion of the Times to place exclusive passenger boats on the Mississippi from St. Louis to New Orleans is meeting with favor, because there is no doubt this is what is required to initiate a move- ment to recover steamboat interests from the depression caused by railroad competition. Boats can be made to run quite as fast as average railroad trains, and if made and run over such a route within anytime approaching railroad speed, would certainly be preferred. Let the fast passenger boats be built, and the fast freight will soon follow. On the time question, however, you do not aim as high as is within the reach of methods now known. Two days for the down trip, and three up, is what should be aimed for. And it is to be hoped that if there are any wide-awake men willing to go into such an enterprise, that they will be such as are also capable of entertaining some new ideas on the subject of marine propulsion ; and who will before embarking examine into the merits of what may be shown and suggested to them. That they will see that a few thousand dollars' expenditure in preliminary experiment would be a wiser measure than to risk all in old plans that have heretofore invariably failed to reach the results attempted. It is also to be hoped that they will know enough never to expect any screw propeller is going to drive a large vessel against the current of the Mississippi River at the speed required ; and that no paddle-wheel of the old pattern can yield a sufficient thrusting force. Let them put no confidence in any engineer, w^ho believes that a paddle-wheel properly constructed can have too broad 574 gould'.^ history of kivek navigation. or wide a surface of paddle, and consequently too great resist- ance to its movement in the water. This is the power that moves the boat, and when it moves the wheel turns and will revolve as fast as the boat moves, and the boat moves just in proportion to the amount of resistance the paddle encounters. Tf it is more than the engine can overcome, it will move the boat instead first, and the wheel will as surely keep up as the wheeN of a wagon keep pace with the motion of the load upon them." R. F. From a recent letter over the signature of *' A Clerk," pub- lished in the Times-Democrat of New Orleans, the subject is considered from another standpoint : Neav Orleans, Jan. 13, 1889. " To the editor of the Times-Democrat : " When the Ed. Richardson was sold to be wrecked we read that she was the last but one of the river palaces which had given so much fame to the Mississippi steamboat. Since the sinking of the Natchez it is told that her loss is that also of the last of the river palaces; that never again will we have such tieet and elegant steamers as the Lee, White or Natchez ; that so largely has the traffic and travel by river fallen off there is no longer need or profit for such boats, and that if the steam boatmen are wise they will build in their places freight carriers alone, and of the most economical kind. Now it has become so common to speak thus of steamboats, to belittle their value,^ to make it appear that they no longer serve a grand and useful purpose, to so great an extent have they been supplanted, and so uncommon is it for one to say a word in their praise or defense, that I beg a hearing in behalf of the much maligned and misunder- stood steamboat. In the first place it is not the Lee, White, or Natchez that made the Mississippi steamboat famous, for there were boats lief ore their day just as famous and widely known. The Tecumseh was one, a boat which in 1828 went to Louis- ville from this city in 8 days and 4 hours, then considered a marvelously fast run ; the J. M. White of 1844 was another, and whose time to St. Louis has been beaten but once since. There was also the Hard Times, which boat in 1847 made three trips in a month betAveen this city and St. Louis. There was also the Duke of Orleans, whose time from here to Cin- cinnati in 1843 has not since been beaten. Also the A. L. Shot- well and Eclipse, with the fastest of all records to Louis- ville, and the Princess and Natchez and other flyers of ante- bellum days. It was feats and boats like these, and not the PROBABILITIES OF THE FUTURE. 575 record of any one or of three boats, that made the steamboat of the Mississippi famous, and tlie glory of which will be but added to in the future, as surely as time comes and goes. Nor are all the " tloating palaces" gone forever. Some yet re- main, and the Oliver Beirne is one of them. The Beirne, so far as *• ginger-bread work " goes, is as elaborately finished outside as was the Lee or White, and her cabin inside is claimed by some to be more beautiful than was the White's, and as to speed neither of the three great boats would have had time to waste in keeping ahead of the Beirne. There is also the Jesse K. Bell, though not so great in size. Who can gainsay her beauty outside, or elegance within? Both of these boats, beloncrinof to the Planters and Merchant's Packet Line, and running to Bayou Sara, have done as much business this season as was done by any other boat in the same time. There is also the St. Louis and New Orleans Anchor line. When did the trade between this city and St. Louis have the equal or superior of its boats, and if such boats as the City of St. Louis, City of New Orleans, City of Baton Rouge and others of the line are not floating palaces, in size, finish, speed of elegance in cabin appointments, what are they? Take the stern-wheel steamboats also. AVhen was there the superior of such boats as the Golden Rule, the Pargoud and T. P. Leathers, the Warren, Teche, the Lafourche, Whisper or the Paul Tulane of to-day ! No, Mr. Editor, the day of the fast and fine steamboat on the Missis- sippi river is not yet gone. Some remain to attract, others will come, and all that is said or published to the contrary is a wrong, in statement and effect. It is true that we may never again see 2u facsimile of the Lee, White or Natchez, but, though they were paying invest- ments, there are those who believed that the building of such large, heavy, costly and expensive boats was more in the nature of pride and of ambition than necessity. They be- lieved then, and do now, that he who had a boat that could be run without loss eight months of the twelve was more to be envied than him who had a boat that could be run but four months. As a matter of course the railroads have diverted business from the river, but the success of the railroads in giving the same rapid transit for freight as in travel has done greater harm than all. With the railroad results are more to be considered than the means, and when their ways are more nearly imitated ; when steamboatmen realize, as they soon must, that time is everything, even of greater importance than the burning of a little more fuel ; when instead of taxing his 576 Gould's history of river navigation. and the ingenuity of others in planning the greatest carrying for the smallest amount of power, he builds and runs to attract and retain the custom he would have, then, and not before, will he become a competitor against whom none may prevail." Respectfully, A Clerk," If the following article from the Railway Register proves anything, it seems difficult to tell what it is. But as it has been furnished by a friend to river transportation as an argu- ment in its favor, it ought not to be lost si^ht of: — THE RIVER BUSINESS. "Undoubtedly the first glory of the great rivers has departed. Time was when they monopolized the traffic of the country from the days when the pioneer explorers of the new world paddled their canoes down the Ohio to the comparatively modern period when the only conveyance in the vast region between the Rockies and the AUeghanies was the steamboat, for the stage-coach then had but few traveled routes. Of the important work done by the lake and river boats historians, poets and novelists have spoken in a literature that is world renowned. After the civil war river transportation began to wane, for the railways were so much more conven- ient and speedy. The great lakes have not lost the commerce they posessed of old, but it has really increased right along as the traffic of the Western States and the Northwestern regions grew into such tremendous size. All of the trunk lines and many of the small railways have huge steamers which ply in close alliance with them, to say nothing of the numberless small and sailing crafts which crowd the ports all along the shores. Water routes in the North and on the Atlantic coast are tak- ing a more important part in the business of the country than ever. Before the railways came they possessed the entire coast and much of the interior trade, but all of it was not a tithe of what it is now. The popular idea is that the steamboat trade on the interior rivers has been on the wane until it is now comparatively un- important. This impression is far from correct. In the years, not so long ago, when the cotton of the South, and the grain and other produce of the Mississippi Valley, as well as the fur and other trade of the Upper Missouri, all was handled by steamboats there was a greater show made, because most of the passenger business went by river and light craft plied FACTS VS. ASSUMPTIONS. 577 Oil all of the smaller river.s. Unquestionably the railways have so successfully competed for the trade that the business of the boats seems unimportant to those who have not meas- ured it or estimated it. The proposed construction of new bridges across the Ohio has called forth earnest protests from the river interests, and some figures have been presented which are new and surpris- ing. The rivers have always been the losers before the pub- lic on account of the lack of the full statistics which the rail- way companies furnish. The steamboat companies published no annual reports, stating the number of passengers and tons of freight carried, nor is their work constantly before the people like that of the railways. But if the river trade could be calculated and measured its volume would surprise even those who are best acquainted with it. It is, of course, true that the multiplication of new railways has drawn away much of the custom of the steam- boats and is constantly diverting more of certain portions of it. These new railways furnish facilities to towns which they did not enjoy before, and being speedier take away business from the boats. But after all, a little reflection will show that in some depart- ments the boats are actually gaining. One big steamboat will carry a trainload of freight, and so, though there are not many lines or boats, the aggregate of freight carried is immense. Then the system of barges towed by a steamer is gaining in favor. The bulk of the barge business consists of coal and grain. One steamboat recently took out of Louisville a tow of 28,500 tons of coal, or enough to load a train of cars fourteen miles long. Pittsburgh alone sends out annually on the Ohio River 4,000,000 tons of coal, equal to400,000 carloads of ten tons each. One statistician estimates that a double-tracked railway on each side of the Ohio River could not accommo- date the traffic of the boats now plying on it. The Mississippi barge line in 1884 made seventy-four round trips on the river, and carried 453,939 tons of freight. The Illinois Central, on its 2,000 miles of road, in 1885 carried 3,587,270 tons of freight, so the barge line business was nearly one-seventh as large as that of this great railway. The demand of the times is for cheap transportation, and it stands to reason that boats plying on the river, without any expense for maintenance of way or stations, can handle freight cheaper than the railways. The rate of freight on the Missis- sippi barge line between St. Louis and New Orleans in 1883 37 578 Gould's history of river navigation. was $2.37 per ton, and by rail it was $4.40. No doubt in certain territory the difference is greater. Take the boats, which run between St. Louis or Cincinnati and the interior points on the Cumberland and Tennessee Rivers, and they enable the merchants of the two cities to control a trade they could not otherwise handle. Freight by rail is being carried for a smaller rate than was a few years ago believed possible, and on many roads it is hard to see how many further reductions can be made without cutting under the actual cost to the carriers of the transpor- tation. As the competition between trade centers become more intense it is probable that the rivers will be more than ever relied on to help the merchants out. Expensive goods may still go by rail, but all kinds of coarse freight will choose the boats. »** * * * *** Whatever increases commerce is for the benefit of the rail- ways, and so those interested in these carriers need not feel concerned over the larger business of the river." Neither of the three foregoing extracts are based upon facts, or upon the result of the experience of every one for the last 20 years so far as the waters of the Mississippi Vallej' are con- cerned. Of what value are arguments based upon sophistry ? Why consult our wishes and take counsel from our hopes, Avhen we have facts patent to every one from which to draw our conclusions? Of what value is an opinion advanced in di- rect opposition to what is known to be true ? It is like the story of the "little boy who continued whistling while going through the graveyard, to keep up his courage." Reference is often made to the towboat J. B. Williams taking from Louisville to New Orleans one tow of coal, amounting to 22,- 000 tons, enough to load a train of cars fourteen miles long, as an evidence that railroads cannot compete with water trans- portation. In the article of coal and some other cheap and bulky articles, no argument is necessary to prove that fact, in a high stage of water, and over long distances. But how many months in the year is there water enough above Cairo for the Williams or any other boat to tow half that amount ? That boat went through safely. But how often is it that more or less of the boats in the tow are lost ? How long would any portion of that 22,000 tons of coal have lasted, in a storm like that near New Orleans in 1888. The experience of those engaged in the business may be of IS THE DAY OF FAST AND FINE BOATS GONE? 579 value in estimating the ability of water transportation vs. Railroad. Especially after there shall have been built an- other score of railroad bridges across the streams. The correspondent in the "Times Democrat," over the sig- nature of "A Clerk" insists that "the day of fast and fine steamboats on the Mississippi River is not yet gone." "And all that is said or published to the contrary is wrong in state- ment and effect." After referring to the Oliver Bevine, and the Jessie K. Bell, as an evidence of his sagacity, he points to the St. Louis Anchor Line, and says: "AVhen did the trade between this city and St. Louis have the equal or the superior of its boats?" etc., etc. This "Clerk" is probably from the interior, and not familiar with the history of steamboats or of their number, and business they once did. He has forgotten if ever he knew the time when there was employed "between this city and St. Louis" twenty to thirty regular boats, and some as fine and as fast as the Anchor Line. He fails to state the melancholy and damaging fact, that at the present time, 1889, that only three boats, and those comparatively small ones, are now required to do the business that formerly took twenty larger ones to do. Why attempt to deceive ourselves and the public by a fallacy patent to all? In other chapters of this work this subject has been so often referred to and the only possible means by which river navigation can be partially restored has been so often discussed, that further consideration of it at this time and place is. unnecessary. 580 Gould's history of river navigation. CHAPTER LXXYII. STEAMBOATING ON WESTERN WATERS — CAUSES OF FAILURE TO BECOME PROFITABLE. IT seems a phenomenal fatality that has followed this great and legitimate industry from its introduction on to these waters to the present time. There are many causes that have contributed to the general result. Perhaps none more prominent than the fascination the business has presented to the mind of young men, espe- cially such as have not had the advantages of an education, and even to those, the free rollicking life of a boatman has often proven irresistible and disastrous in the end. The fascination that enabled the early voyagers to meet and endure the dangers, the hardships and the privations of pirogue and tlat-boat life, has never lost its attraction to the employes of steamboats to the present day. And yet none of them with the rarest exception, have ever laid up their earn- ings, and, as a rule, the higher their wages the less they save and the soooner their career terminates. The oflScers of steamboats in later years have differed very materially from those that were the immediate successors of the old barge and keel-boatmen, many of which were trans- ferred directly from those pioneer craft to the earlier steam- boats. In fact it was from that class that all were obliged to look for their crews. And for several years, it was from them that the masters, the mates and the pilots were generally se- lected, and for many years their successors, as a rule, were not morally far in advance of them. Another cause that has contributed largely to the want of success in this business is that of the facility with which boats could be built. At an earlier day they cost much less than at present, and a company, or even an individual, who repre- sented any unencumbered real estate could easily secure sufficient credit to build a steamboat without any money. Thousands of men in the Mississippi Valle}^ have lost their homes, their farms, and their all, by pledging them to pay for building a steamboat they had no use for. The result of course was to increase competition, and ruin those who were engaged in a legitimate business, although perhaps only mak- ing a fair living, and what was still more demoralizing, this was often done by men who had no knowledge of the busi- ness, nor in fact of anv business. THE GREAT RISKS IN THE BUSINESS. 581 From this custom, too, many, very many builders were broken up. Anotiier cause for the disastrous result to this great and important factor in the settlement of the valley was the danger- ous character of the navigation. It was not until about 1869 that the government could be induced to make the necessary appropriations to do anything towards improving navigation in a general way. Conse- quently the rate of insurance was so high that no price could be charged sufficient to pay the carrier a profit after paying his insurance and other legitimate expenses. And even then, very few underwriters made any money on hull insurance, and many of them were broken up that attempted it. And the rate was so high many steamboat owners declined to in- sure, and consequently many boats were lost with little or no insurance, which added to the general result. The usual rate on hulls on the Ohio and tributaries, and the Mississippi and tributaries, except the Missouri, Arkansas and Red River, was from 10 to 12 per cent, per annum. On the excef)ted rivers, from 15 to 20 per cent. A great amount of litigation arose in the settlement of losses, and in the earlier history of steam navigation the courts were often appealed to to adjust the differ- ences. As the laws were not so well defined, and differently interpreted in different courts and different states, this was always expensive, and often produced crimination and recrimination between the owners and underwriters, each charging the other with attempt to defraud, etc., so that many owners declined to insure their boats on that account when they felt at all able to take the risk themselves. But the liability to loss was so great, but few were willing or able to take greater risks than the uninsurable ones. The risk from bursting of boilers, breaking machinery or the escaping of steam were considered uninsurable accidents, and were generally excepted from policies of insurance, al- though a few companies issued a policy covering those risks. But in later years, since the inspection laws have been more rigidly enforced, and manufacturers of boiler iron and steel have found itnecessary to pay more attention to the quality of that product, far less accidents have occurred from those causes. Much maybe attributed, too, to the character and ability of engineers. Some of the most terrific casualties that have ever occurred on Western waters are undoubtedly attributable to too much whisky instead of too much steam. Referring to losses of life and of steamboats, no period dur- 582 Gould's history of river navigation. ing the history of steam navigation has compared with that immediately following the late war. This undoubtedly should be attributed to the poor quality of boiler iron. The demand for boiler iron, to use in the construction of gunboats, was so great the demand could not be filled as fast as wanted. The result was a large quantity of bad iron was thrown upon the market and used indiscriminatel3^ The war having created an active demand for river trans- portation a demand for new boats in 1863, 1864, and 1865 was so great it was impossible to procure boilers enough made from suitable iron or steel. The consequence was many poor, unsafe boilers were put into steamboats, as " everything went" at that time, and very soon after many of the boats went, and as human life was considered cheap then, many were sacrificed on the altar of avarice. Another prominent cause that has largely contributed in hastening the final result, and with drawing capital from tliis interest, is the lack of confidence those engagred in it extend towards their compeers. And this is incidental to the loose, unsystematic manner of doing business. The few well known good business men that have engaged in river transportation from time to time, have been unable to exercise sufficient in- fluence over the great majority to introduce and maintain such systems and principles of business as will alone insure success in any business. BENEFIT OF JOINT STOCK COMPANIES. The persistent opposition against organized joint stock com- panies by many of those engaged in stearaboating, tended to keep up an insane competition which not only destroyed profits, but confidence. And not until it was too late to secure the great benefits resulting from such organizations was it possible in many cases to induce their formation. The opposition generally arose among the smaller stock- holders in individual boats, and who were employed on those boats, fearing, very naturally, they might lose their posi- tion and their influence, but forgetting the necessity of more economy and less competition, which did result to all well con- structed companies. But which finally were in many cases obliged to succumb to the overpowering element of railroad competition. The following suggestive remarks are clipped from a St. Louis paper published in i\\& fifties, by its correspondent, who evidently was engaged in the business, as he speaks feelingly and knowingly upon the subject. "Never, until the present loose and unguarded system of $950,000 INVESTED IN STEAMBOATS IN N. O. TRADE. 583 prosecuting the calling shall have been dissected, and each fractional part reached through some remediable agent, will it deserve to rank or lie classed upon an equal footing with other business pursuits, but continue, as it is, a game of chance — a speculation — its successful issue dependent not upon the deal but upon the *'turn up;" or you may confine it, if you will, to the juvenile pastime of "hide and seek," wherein one party, under the garb of friendly feeling, keeps secret his real intentions, until opportunity offers, aided by deception, to reach the goal in advance of other contestants. The great importance attached, and, as well, the risk and capital involved, are wholly.lost sight'of in the transaction of a business of such vast extent, while the weight of responsi- bility consequent upon the duties of a carrier, are treated lightly or oftentimes disregarded altogether ; the result of either misconception, or an unwarrantable disinterestedness. Some few facts, complied from a careful computation of the figures in our possession, and bearing directly upon the subject matter under consideration, may not prove inappro- priate in the above connection; and, as the evil to be over- come is by far more apparent in the St. Louis and New Or- leans trade, we have included only the boats engaged therein. The number of boats belonging exclusively to the trade, we find to be 2f), with the capacity for over 29,000 tons. The total valuation at the present day, regardless of original cost, may be safely estimated at $985,000. The calculation of 10 per cent, interest gives us $98,500. The insurance of two- thirds the valuation amounts to over seventy-eight thousand dollars. The yearly depreciation, allotting five years as an average lifetime of a boat, in this particular trade, and receiv- ing the remains, after the term of service, as a compensation for the necessary outlay to keep up ordinary running repairs, is found to be 20 per cent, of the whole, and amounts in the aggregate to $197,000. Thus we have an annual expenditure, in liquidation alone of interest, insurance and depreciation of stock, of $374,000, or nearly 40 percent, on the total amount of capital invested, and which amount varies little, if any, be- tween running or remaining idle. These boats furnish em- ployment for about 1600 men, at a monthly salary of $80,000. Now, regard this matter in the light of a "joint stock," and what a magnified form would it assume. Yet should the fact of its distribution, in point of ownership, detract from its important mission, or render the common interest so rife with conflict ! In our honest conviction, the business referred to is upon the era of a most disastrous crisis, and one w'hich no one in- 584 Gould's history of river navigation. dividually can avert, however cautious or prudent ; but, on the contrary, a united effort on the part of the many interests must alone be looked for to arrest the impeudino^ danger. The question very naturally arises, will they profit by their repeated failures heretofore, to establish some system consis- tent in its nature, and tending to the promotion of a combined interest, and institute some fully competent organization, one in no wise based upon either the "imaginary or hypothetical." The dependence hitherto predicted upon the business be- tween ports, and commonly termed " picking," was generally conceded remunerative, and continued to be so maintained, from the fact that it could not well be influenced by such di- rect competition as we find to be the invariable result of the presence of two or more boats at the same point. Now, that a want of confidence between leading parties is the chief cause of all the trouble, cannot be denied ; and thej'' ask, what course can we pursue to check the wanton spirit of rivalry discernable in the transaction of the river business ? We would answer this universal query by saying, if they will pardon the presumption, that they must adopt some policy to do away with the necessity for such a course." In looking for the causes that have contributed to the fail- ure of this great industry to be renumerative, we must not forget the vast amount that has been extorted from steam- boats by individuals and by incorporations for the privilege of receiving and discharging freight and passengers, or in other words, wharfage and even where no freight or passengers have been received or discharged a tax has often been imposed for the privilege of landing to buy fuel or stoves. The following, written several years ago on this subject, is yet in point, although there have been some modifications in those charges in late years. THE WHARFAGE EXTORTION. [To the Editor of the Courier- Journal.'] Steamer Wm. P. Halliday, April 24, 1883. — I see that you are still warring against the unreasonable and inconsistent tax of your city government in their persistent determination to col- lect an exorbitant wharfage tax from steamboats. A small tax sufficient to keep the wharf in repair is recognized by all the courts where the issue has been made. I believe more than that is unjust and exorbitant, and ought to be resisted. Every one familiar with river navigation knows too well that every public landing in the valley of the Mississippi has been THE INJUSTICE OF THE CHARGE AT CAIRO 585 paid for many times over by the wharfage tax assessed against steamboats. And but comparatively few corporat'ons have still the assurance of collecting so unjust a tax, simply because those most interested do not unite in resisting. They may with the same consistency be taxed for opening and repairing streets for the accommodation of citizens as wharves, which are as free to every one as are the streets. No one can con- sistently claim that they ought not to be allowed to use a public landing they have paid for building, if they keep the same in repair. But my object is not to complain of your city government. They have been very generous and accom- modatins: to me — not havi'io; charijed me wharfage at all for many new boats I have finished at their wharf. What I do want is to secure your efforts and influence, as well as that of every other public journal and individual interested in the marine commerce of this great valley, against the principle of this tax generally, and especially as indulged in at some points. For instance, at Cairo. Probably there is no other point in the Mississippi Valley where so many boats and barges land as at Cairo ; nor where so large an amount of money is collected for wharfage. Why this soulless corporation has been countenanced so lono; in collectino- an exorbitant tax from steamboats, which are so little benefited from the use of the wharf seems passing strange. The wharf at this point was built expressly to protect the town site, and to form a road- bed for the Illinois Central railroad and other individual pur- poses. Ninety-hundredths of all the business that is done there by boats is done on wharf boats, and never touches the improved wharf, and would be just as well accommodated if it was not there. And even if it was not necessary to ac- commodate the river commerce, one per cent, of the money collected would be more than enough to keep it in repair. It is an outrage that no class of men except steamboat owners would submit to. Memphis and Vicksburg may be referred to as further illustration of the same abuse, although not so entirely unwarranted as at Cairo. Still the amount charged is exorbitant and unjust. At Vicksburg no wharfage is charged unless a boat discharges or receives some cargo. A boat the size and tonnage of the Halliday is charged $12, if they are so unfortunate as to have $1 worth of freight to discharge or re- ceive. To be sure boats are not obliged to land there. But it not unfrequently happens that a shipper has freight for many different landings and among them a little lot for Vicks- burg. Of course, he wants to ship all or none, and boats are thus obliged to land there or abandon the business. If the 586 Gould's history of eiver navigation. money that is collected for wharfage was even expended on their wharf, there would be more justification. But judging from appearances there is more money collected for wharfage every year than has been spent on the wharf proper in ten years. Of New Orleans I need not speak. Everybody famil- iar with our river commerce knows full well of the extortion and robbery that have been practiced on water craft there for many years. But I am glad to notice signs of reform when the present lease of the wharf expires. The idea of leasing out a public wharf to individual speculators, with the privilege of fleecing the tonnage from which the city derives its princi- pal existence, is, to say the least, suggestive. Please extend your field of observation and give us a boom from the Courier- Journal. E. AV. Gould. LETTERS to THE NAUTICAL GAZETTE. ' In 1875 this writer prepared for a New York paper, devoted to marine interests (the Nautical Gazette), a series of letters on the "early history of steam navigation on Western waters," in which the subject of the causes of the decline of water transportation were discusssd. Tn a letter published in that paper January 12th, 187.5, the following passage occurs. As it fairly illustrates the situation even at this late date, it may not be uninteresting to quote it at some length : — "The direct and immediate cause for the great decline in this important branch of commerce is, of course, the construc- tion of so large a number of railroads. It is not necessary for me,, in this connection, to enter into the causes that have given rise to this railroad mania that has permeated every section of the country for the last twenty-five years. That it was unwarranted and visionary, the present embarrassed condition of more than half the roads in the country abundantly testify. Such was the anxiety in every portion of the country for railroads, that Congress, states, counties, cities, towns and in- dividuals were besieged for subsidies and subscriptions to build them. The large profits and subsidies secured by the projectors and builders were sufficient to induce all kinds of rings and credit mobiliers to be organized, to fleece the country at large, and especially the unsuspecting community through whose section of country the proposed road was to run. After exhausting all the arguments possible to be brought forward to induce subscriptions, bonds were issued and forced BUT ONE BUILT IN 1824. 587 upon the market, through such agencies as Jay Cooke & Co., at any price. Hence the roads have cost double, and, in many instances, more than double what they ought to have cost. The result was what might have been expected. Some one punciw'ed Jay Cooke & Co., and the bubble burst, and the whole country was thrown into consternation. Every one was inquiring of his neighbor " What was the matter? What was the cause of the panic? " And a good many people have not found out yet that the country has expended more for railroads in the last twenty years than will ever be made out of them, and the payment of the interest alone that is paid to European capitalists will keep the country poor for years to come, saying nothing about the National debt. Very naturally, every community, every interest is looking for a remedy for the /lard times. The agricultural com- munity is looking to the Grangers to save them, and the Grangers to the railroads for cheaper freights, while they have already bankrupted their own stockholders by the ruin- ous competition and low freights. The manufacturer is look- ing to an increased tariff to save him, while the merchant seeks, in a reduction of the tariff, his salvation. In the absence of surplus earnings to pay dividends, rail- road managers call a convention of connecting roads to tind a remedy, and if there is no competing wat^r route to make war upon, arrange a tariff of prices satisfactory to themselves, ad- journ to meet again, as soon as a " cut " is discovered, which generally occurs within twenty-four hours. Various remedies and devices have been discussed and re- sorted to by those engaged in water transportation, but still the interest languishes, and steamboat building has almost ceased. A few years since, an average of one hundred new steam- boats^ per annum was a low estimate for all points on our rivers. In 1874 there was but a single boat built of any con- siderable capacity, of the usual kind, for freight and passen- gers, and but very few tow-boats, or any other character of boat. The millions of money annually paid out for the encourage- ment of this great industry, in former years, has now been directed into other channels, and I leave it for members of Congress and political economists to determine whether the ends have justified the means. The popular sentiment of the day is cheap transportation, and upon this pretense, one-half the railroads in the country have been built. Of what, advantage to the people is cheap 588 Gould's histoky of river navigation. transportation, if they are taxed so heavily to procure that transportation, that they have nothiiiii; loft to pay for the arti- cle transported? But you will say 1 am rather discussing re- sults than causes. The two are so intimately connected, it is ditficult to consider the one without the other. Another important reason may be mentioned for the great falling off in water transportation — that of the great cost of navigating boats. Not that it is more so than formerly, but it has not been reduced in proportion to the reduction of prices of transportation, induced by the insane competition of rail- roads, nor can it be with the present cost of labor and sup- plies. While building is comparatively cheap, the cost of many articles of outfit are high. The numerous Government requirements, many of which are worse than useless, is a heavy tax, and ought to be removed. While Congress is appropriating small sums of money an- nuall}', for removing natural obstructions from our rivers, it is granting railroad and bridge companies charters to place artificial obstructions in them, far more danj^erous to navio-a- tion. And if a recent decision of the Supreme Court of the United States (thatof insurance companies against the steamer Mollie Mollier, at St. Paul) is to determine future suits of a similar character, no other reasons may be sought for the abandonment of water transportation. In this case the court makes the monstrous assumption, that steamboatmen do not recognize the right of railroads to bridge the streams, and con- sequently run their boats against the piers (and, by inference, sacrifice their property, and endanger their own lives, and those of their passengers and crew, of course), with the hope that they will ultimately compel the removal of the bridge. I know nothing of the facts in the case, but am bound to sup- pose the verdict was in accordance with the law and the evi- dence. But the assumption of Judge Davis in giving the ver- dict of the court needs no comment. It is simply terrible to contemplate, in connection with the great number of bridges we are compelled to encounter, and those that are probably to be built. These bridge obstructions greatly increase the danger of navigation, and render the cost of insurance much higher; in fact, it is very ditiicult to effect insurance in good companies, at the present time, on our best boats, running upon rivers, at any rate of premium. And the rates charged on cargoes gives to the railroads an unequal advantage in competing for freights. There are many other causes that might be mentioned that PREDICTION OF INCREASK OF RIVER TRANSPORTATION. 589 have contributed to the rapid decline of this great interest, but enough has been referred to to establish my assumption of a rapid decline. No one acquainted with the vast resources of this immense valley can suppose depression in water trans- portation can long continue. Jjut until the country shall have been more fully deyeloj)ed, and the thousands of idle men that hang about the cities and towns shall be induced to re- move to the country, and engage in producing, instead of con- suming, and thus furnish a much larger supply for transporta- tion, but little improvement can be anticipated. Then the intense anxiety of railroad men to secure freight at any price will be less apparent, as they will have what they can carry at remunerative rates, leaving a large surplus for water trans- portation. With the necessary appropriations for the improvement of the mouth of the Mississippi and the navigable streams of the valley, there is no doubt but that the heavy and bulky pro- ducts of the soil, as well as the coal and minerals, can be more cheaply transported by water than by any other means. And while we never need expect to see return to the river the im- mense passenger traffic it once accommodated, in its thousands of elegant steamers, we may expect to see the freight traffic increased a thousand fold greater than ever before witnessed. Having written this much upon the subject of navigation on these waters, it would probably be interesting to many of your Western readers if 1 should devote another chapter to the notice of some of the more prominent individuals connected with this navigation, from its earliest history. If circum- stances should render accessible to me such information as will enable me to do them justice, you may expect to hear from me once again." E. W. G. Among the many reasons for the lack of success in steam- boat business in the past, is from the fact that so many men engaged in it without any practical business knowledge, and the only rule that governed them in business transactions was that they '< could afford to do business a little cheaper than their neighbors." The very low price at which old, but insurable boats could often be purchased for, enabled a small number of idle or incompetent men to combine and buy an old boat with which they would cause the loss of a whole season to others who had a legitimate trade, and were doing it in a legitimate and honorable manner. This, of necessity, caused the organi- zation of so many packet companies at one period, and pos^,- 590 Gould's history of eiver xavigatiox, poned for a time the final C()lla[)se which has overtaken this great industry in all parts of the valley. If what the expert steamboat book-keeper says in another chapter is true, and I am inclined to think it is, whatever else may be said of the character and ability of the earlier boat- men, no one will presume to doubt their financial ability, as demonstrated in the purchase of steamboats without money, and paying for them from their own earnings ! " And still I understand that differs but little from the present popular mode of " option dealing," in which so many fortunes are made and lost, especially lost. The only difference perceptible is in the latter case, a small margin is deposited. But the law of evolution effects changes in customs, in modes of thinking and in results. Once such transactions were unsavory and considered "sharp practice," now they are legitimate and honorable. The old steamboat speculators lived too soon in. the century. CHAPTER LXXyill. LOW WATER TRAVELING ON THE OHIO. PREVIOUS to the introduction of railroad traveling, long distances on the Ohio River was attended with much de- lay and discomfort, and only when it was absolutely necessary was the river resorted to by first-class passengers. A great variety of water-craft was invented to facilitate this kind of travel, as those that were obliged to travel would pay extravagant prices by water rather than take stages. This writer calls to mind a trip on the Ohio from Louisville to Cairo in 1838 or 1839 when there was but 16 inches of water in the channel at Rockport. This was an unusually low water year and all old boatmen on the lower Ohio will remem- ber the difficulty of crossing the bar at Rockport, and many other places but little better. This was during the palmy days of the popular firm of Ludlow & Smith, the great theatrical men of the "West and South. They, with their large company, star and stock actors, vibrated regularly between the North and South every year, spending the summer at Louisville, Cincinnati and St. Louis, and the winters at New Orleans and Mobile. The time was rapidly approaching when the " old St. Charles " at New Orleans must be opened. The company were all up the Ohio River and the means of getting to New Orleans was an important question. To think of CAPTAIN HERCULOUS CARROLL AND THE MEDIATOR. 591 going through by land was out of the question, and hence some kind of water-craft must be devised. Boats that could run on 16 inches of water were not as plenty then as now. But a little side-wheel boat called Daisy was found that could be gotten over 16 inches of water by some persuasion. The large (for that day) commodious passenger steamer Mediator, Captain Herculous Carroll, still in the flesh, God bless and continue him for ever, was laid up at Cairo, and the crew all up at Cincinnati where the boat was owned. They made an arrangement with captain Fox of the Daisy to fit up two little flat-boats, 16 feet wide and 60 feet long, covered with a tight roof with berths on either side to accomodate about 50 persons each, with sleeping apartments, leaving a wide passage-way between the berths for sitting-room pur- poses. These improvised cabins were furnished with bedding, chairs, tables, etc. Thus was provided the means of transit from Louisville to New Orleans, via the Daisy to Cairo, and thence by the Medi- ator. Sixty dollars passage and no grumbling. Ludlow and Smith'stheatrical company were first in say, and had the choice of state rooms. They numbered about sixty, and as there was many pas- sengers anxious to go South there was no difficulty in filling all the rooms. The Daisy was about 100 feet long and her cabin was appropriated to the officers of the boat, and the ladies in the company, and used for the general dining room. Among the passengers I call to mind, Mrs. Russel, — mother of Dick the comedian, — her daughter, Mrs. Farren, then just mar- ried to " old man Farren; " MissPetre, once the pride of the stage ; Mrs. Ben DeBar, — together with DeBar, Farren and Mr. Parsons, who afterwards became a methodist preacher of much eloquence. All names familiar to old theater goers at that time, and many years since. The gentlemen were allotted berths in the two flat-boats in tow of the Daisy. But as the dining room, the bar, and the la- dies were all on the steamboat, it required the vigilance of two persuasive clerks, or marshals to keep the boat lighted up enough to run at all, and when crossing a very shoal bar, even the ladies were called upon to " lighten boat, " but when night came all were at liberty to roam over the fleet or on shore, as there was no running at night. After the first day out, the two annex boats become so at- tractive that it was difficult for the few that wanted to sleep to do so. 592 Gould's history of river nauigation. Tables were improvised everywhere, and if there were any game at cards that was not represented it must have been en- tirely new, and even the cabin of the Daisy was often deserted in the evening to join the card parties. But as al! things terrestrial must have an end, Cairo was reached in about ten days, and all that were booked for New Orleans were transferred to the Mediator. But as the captain and watchman composed the whole crew of that boat, which had been laying up for some weeks, the passengers left the little Daisy with reluctance. But as the crew of the Mediator were on the Daisy, a day or two was sufficient to put things in order, and get the boat otf for New Orleans. ANOTHER MEMORABLE TRIP ON THE OHIO. Twelve mouths later, or in July of the following year, the writer had a very different experience over the same course. Being on a trip from Galena and Dubuque to Cincinnati, with his own boat, the Knickerbocker, found at Cairo a boat from New Orleans bound to Louisville, with passengers. But as the water was reported too low for her to reach her destina- tion the captain had decided to lay up at Cairo, and transfer his passengers. Fortunately there were but few passengers on board the Knickerbocker and those at Cairo were well ac- commodated. At Paducah we came up with the Emperor, also from New Orleans with quite a number of passengers. She had also de- termined to go no further ; not being able to get over Cumber- land bar, had returned to Paducah. As all the rooms in the ladies' cabin of the Knickerbocker had been taken and but few of any kind remained, the inducement to leave nice rooms on a large boat like the Emperor and take cots on the floor on a much smaller boat, in hot weather, required a good deal of sacrifice of feeling and comfort. This the Southern families were not entirely prepared to do. But after much consulta- tion and a thorouoh investio-ation of the accommodations that could be had on the Knickerbocker and the probable chances of doing better on the next boat, they determined to make the change at once. But when their effects, children and servants were gathered together and crowded into a much smaller cabin already comfortably filled, those only can appreciate the dis- comfort that have experienced it. Unfortunately all travelers arc not philosophers and it soon became apparent that we had the elements of discord on board, and that without great care and foibearance on the part of the officers of the boat an open rupture was inevitable. Nothing was satisfactory, nothing could be made right. The company EARLY SECTIONAL DEMONSTRATIONS. 593 was divided into four groups or circles, agreeable to the man- ner of their coming on board. There was the original party coming from St. Louis and the Upper Mississippi. The party that came on board at Cairo, the party at Paducah, with one more from some other boat not recollected, and they thus separated themselves in groups through the cabin, each watch- ing and commenting upon the other, and as there were several children and servants of various nationalities on board there was no lack of material whereby to raise an issue at any moment. After making many changes, appealing to the courtesy of some gentlemen who had more choice rooms to exchange them, and to others to vacate theirs, to accommodate ladies and take a cot on the floor, the threatening clouds seemed to break away a little and gave promise of a more harmonious feeling in the cabin and a more cheerful atmosphere on deck. But alas, how deceptive appearances. It was only a calm before the storm. Even at that early day, that vital question of slavery, that culminated near a quarter of a century later, in the firing upon Fort Sumpter in Charleston harl)or never failed to arouse the " Southern heart" whenever aggressively attacked, especially in the presence of the chattel. As was customary at that time, for Southern families to travel with their servants and to those who were anxious, from either North or South, to raise an issue, a subject was never wanting. There was, unfortunately, tv/o gentlemen from the North occupying a state-room near the ladies cabin, who had been appealed to to vacate their room to accommodate a family who had none. This they did feel called upon to do, and conse- quently a sectional feeling was soon aroused from some un- kind remark and lost nothing by being repeated. The result was a general irritation all along the line, and an open rupture was possible, in which both sexes seemed eager for the fray. The clerks of the boat were often appealed to, and several times the captain was sent for to allay the ex- citement. A little explanation and an appeal to the bar-keeper gener- ally produced a soothing effect, although not always lasting. The late Captain James B. Eads, then a young man of seventeen or eighteen, was second clerk on the boat, and with the suavity that characterized and popularized him in later years, did much to relieve the captain and quiet the irrita- tion, especially in the ladies' cabin. The boat was Tirawing all the water in the river and the trip was slow and tedious. But as we approached Louisville, which was on the 4th of 38 594 Gould's history of river navigation. July, and there seemed a probable termination to the discom- forts of a long low water voyage, a more agreeable atmos- phere pervaded through the large company, and some of the more patriotic gentlemen proposed we should celebrate the day by having a Fourth of July dinner, with the usual ac- companiments of an oration, toasts, songs, wines, etc. That sentiment prevailed, and there was a reasonable hope that the trip that had been begun under so many forebodings and prosecuted under so much discomfort and ill-feeling would terminate pleasantly. FOURTH of JULY ORATION AND DINNER. The dinner was prepared from the best that remained of the steward's stores, supplemented by a fresh supply from the barnyard of a well stocked farm on the bank of the river. The bar-keeper had replenished his exhausted stock at Evans- ville. The orator of the day had been selected from the legal fraternity on board — the toasts prepared and the songs ar- ranged. At the hour named dinner was announced — the orator of the day, Judge from Vicksburg, at the head of the long table, supported on either side by the ladies first, then supplemented by the rank and file, all ready to do battle to the long looked for last meal on the Knickerbocker. Everything went without saying or ceremony, especially the champagne corks. The oration was patriotic and very en- joyable. The first regular toasts were rousingly responded to. But as the wine began to inflame the brain and excite the imagination the volunteer toasts grew less patriotic and more sectional until at length they became personal and even de- scended to reference to the individual gentlemen who had de- clined to give up their stateroom in the early part of the trip. So violent did some of the party become that pistols and knives were drawn, and had it not been for the prompt and resolute action of some of the more conservative, the peace offering banquet would have resulted as did many sim- ilar ones from the same cause in the ante bellum times. But as we were approaching the mouth of the canal at Louisville, where many of the passengers were to land, the excitement subsided and order was restored. Thus ended the second low water trip on the Ohio River in one year. Of the two, the first one was far the most enjoyable, free from trial, care or vexation of spirit, and when it comes to compensation no practical boatman will select low water to earn his money. BIOGRAPHICAL. OLD STEAMBOATMEN. Captain Jacob Strader. The following biographical sketch is from the pen of Capt. J. H. Barker, who was for many years a cotemporary and an associate with this old veteran : — "Capt. Strader was born in Sussex County, N. J., 1788; came to Cincinnati in 1810. J. H. Piatt was one of the pioneer merchants of this young town of the West ; came from New Jersey in 1805. Mr. Piatt was Mr. Strader's uncle ; J. S. was his confidential clerk and book-keeper in the office of Mr. Piatt. Later Mr. P. was a banker and the subject of this article was installed in the institution, tellerand cashier. It was in the years immediately succeeding the war, 1812, that many merchants and bankers, went down, making com- plete failures. Among the general crash the banking house of J. H. Piatt was one of the number, and so the subject of this sketch sought other business. In 1820 his river life be- gan on the steamer Gen'l Pike. For about a year he was in the office, with Mr. Bliss as captain. It was in 1821 his duties as commander began, with James Gorman as clerk. Commer- cial Bank of Cincinnati having been established in 1831, Capt. S. was made a director ; was elected President in 1841, which position he retained till his death, which occurred in 1860. He was for many years President of the Little Miami Rail- road. Had amassed an ample fortune. Left two children, one Ben. F. and a daughter, who became the wife of Colin Woolley, formerly of Lexington, Ky." Capt. Strader was one of the few successful steamboatmen, and had sufficient sagacity to retire from it in time to fall into line with its great rival and more fortunate successor. Coupled with his sagacity, his enterprise contributed largely to the development of steam navigation in the West, and especially in the establishment of that oldest of all steamboat organizations known as the "Cincinnati & Louisville Mail Line." (595) 596 GOULD S HISTORY OF RIVER NAVIGATION. BIOGRAPHICAL. 597 NEW ORLEANS iashville and New Orleans. It was during his stay on this boat that Capt. Sellers introduced the tap of the bell as a signal to heave the lead. Previous to which time, it was the custom for the pilot to speak to the men below when soundings were wanted. The proximity of the forecastle to the pilot house no doubt rendered this an easy matter. But how diff'erent on one of our palaces of the present day. In 1827 we find him on the steamboat. President a boat of 285 tons burden, and plying between Smithland and New Orleans. Thence he joined the Jubilee, in 1828, and on this boat he did his first piloting in the St. Louis trade, his first watch ex- tending from Hcrculaneum to St. Genevieve. On May 26th, 1836, he completed, and left Pittsburgh in charge of the the steamer Prairie, a boat of 400 tons, and the first boat with a state room cabin, ever seen at St. Louis. In 1857 he introduced the signal for meeting boats, and which has with some sliorht change been the universal custom to this day ; in fact, is rendered obligatory by act of Con- gress. As general items of river history we quote the following marginal notes from his general log: — " In March, 1825, Gen. Lafayette left New Orleans for St. Louis on the low pressure steamer N.atchez. " In January, BIOGRAPHICAL. 601 1828, twenty-one steamers left New Orleans wharf, to cele- brate Gen. Jackson's visit to that city." " In 1830 the North American made the run from New Or- leans to Memphis in six days. Best time on record to that date. It has since been made in two days and ten hours. In 1831, Red River cut off was made." " In 1832 the steamer Hudson made the run, from White River to Helena, a distance of 75 miles in 12 hours. This was the theme of much talk and speculation among parties directly interested." " In 1839, Great Horse Shoe Cut-off was made." Up to the present time, a term of thirty-five years, we as- certain by a reference to the diary, he has made 460 round trips to New Orleans, which gives a distance of one million one hundred and four thousand miles, on an average of eighty- six miles per day. Whenever Capt. Sellers approached a party of gossipy pilots, talking always ceased. For this reason, whenever six pilots were gathered together there would always be one or two newly fledged ones in the lot, and the elder ones would always be showing off before these poor fellows, making them sorrow- fully feel how callow they were, how recent their nobility, and how humble their degree, by talking largely and vaporously of old time experiences on the river, always making it a point to date everything back as far as they could, so as to make the new men feel their newness to the sharpest degree possible, and enyy the old stagers in like degree. And how complacent bald-heads would swell and brag, and lie and date backy ten and twenty years, and how they did enjoy the effect produced upon the marveling and envying youngsters, and perhaps just at this stage of the proceedings the stately figure of Capt. Isaiah Sellers, that real and only genuine son of antiquity, would drift solemnly into the midst. Imagine the size of the silence that would result on the instant and imagine the feelings of those bald-heads, and the exultation of their recent audience when the ancient Captain would begin to drop casual and indifferent remarks of a reminiscent nature about islands that had disappeared and cut-offs that had been made a generation before the oldest bald-head in the company had €ver set his foot in a pilot-house. Many and many a time did this ancient mariner appear on the scene in the above fashion, and spread disaster and humil- iation around them. If one might believe the pilots, he always dated his islands back to the misty dawn of river history, and he never used the same island twice and never did he use one 602 Gould's history of river navigation. island that then existed, or give any one a name that any one present was old enough to have heard of before. If you might believe the pilots, he was always conscientiously particular about little details. Never spoke of the State of Mississippi, for instance. No, he would say, when the State of Mississippi was where the State of Arkansas now is ; and would never speak of the State of Louisiana or Missouri in a general way, but leave an incorrect impression on your mind. No, he would say, when Louisiana was up the river further, or when the Missouri was on the Illinois side." The old gentleman was not of literary turn or capacity, but he used to get down brief paragraphs of plain practical infor- mation about the river and sign them Mark Twain and give them to the Neiv Orleans Picayune. They related to the stage and condition of the river and were accurate and valuable, and thus far they contained no poison. But in speaking of the stage of the river to-day, at a given point, the Captain was pretty apt to drop in a little remark about this being the first time he had seen the water so high, or so low, at that particular point for forty nine years, and now and then he would mention Island so and so, and follow it with parentheses, with some such observation as "disappeared in 1807, if I remember rightly." In these antique interrogations lay poison and bitterness for the old pilots, and they used to chaff the " Mark Twain" paragraphs with unsparing mockery. It so chanced that one of those paragraphs became the text for my first newspaper article. I burlesqued it broadly, very broadly, stringing my fantas- tics out to the length of eight hundred or a thousand words. I was a ''cub" at the time; I showed my performance to some pilots, and they eagerly rushed it into print, in the New Orleans " True Delta." It was a great pity, for it did no- body any worthy service, and it sent a pang deep into a good man's great heart. There was no malice in my rubbish. But it laughed at the Captain. It laughed at a man to whom such a thing was new and strange and dreadful. I did not know then, though I do now, that there is no suffering comparable with that which a private person feels, when he is for the first time pilloried in print. Captain Sellers did me the honor to profoundly detest me, from that day forth. When I say he did me the honor, I am not using empty words. It was a verv real honor to be in the thoughts of so BIOGRAPHICAL. 603 great a man as Captain Sellers, and I had wit enough to ap- preciate it and be proud of it. It was distinction to be loved by such a man. But it was a much greater distinction to be hated by him, because he loved scores of people, but he did not sit up nights to hate any one — but me. He never printed another paragraph while he lived, and he never again signed *' Mark Twain^' to any thing. At the time the telegraph brought the news of his death, I was on the Pacific Coast. I was a fresh, new journalist, and nom de guerre. So I confiscated the ancient mariner's dis- carded one, and have done my best to make it remain what it was in his hands — a sign and a symbol, and warrant whatever is found in its company may be found as the petrified truth. How I succeeded would not be modest in me to say. The captain had an honest pride in his profession and an abiding love for it. He ordered his monument before he died, and kept it near him until he did die. It stands over his grave now in Bellefountaine Cemetery, St. Louis. It is his image in marble, standing on duty at the pilot wheel. And worthy to stand and confront criticism, for it represents a man who in life would have staid there until he burned to a cinder, if duty required it." Captain John W. Keiser. Among the few pioneer boatmen of the Missouri River, of which there is any public record attainable, the name of the gentleman at the head of this article will be recognized as one of the most prominent, worthy and persevering of all those that have made their last voyage over its turbulent waters, and cast anchor in a haven free from the cares and anxi- eties attendant upon the life of a Missouri river boatmen. He was born in Fayette County, Kentucky , in 1801 ; moved to Missouri in 1828; located in Boone county. Built the second steam mill West of the Mississippi. (The first having been built at St. Charles.) In 1837 or '8 his mill, which was built near Columbia, Mo., was burned. He immediately went to St. Louis with the intention ot procuring materials to rebuild his mill. His friends, Pierre Chouteau, Jr., and Capt. Sarpie, induced him to purchase an interest in the steamer St. Peters, a single engine boat, built by them for the /if)- o'clock dinner. Music and dancing, to those that enjoyed that recreation, were always on the pro- gramme and always participated in by himself. In fact his residence was more like a fine hotel at a fashionable watering- place than a private house. But at length a panic came, when he least expected it, and he was not able to bridge over the chasm his large drafts upon the bank had made. The run upon the bank was so great they were compelled to close the doors and call the police to clear the house. At no time since the famous vigilance com- mittee was disbanded had the excitement in San Francisco run so high. A casual examination of the bank's books revealed the fact that Ralston's account was overdrawn some $2,000,000. A meeting of the directors was called immediately, when he tendered all his stocks, real estate and everything he possessed in liquidation for his indebtedness, and it was said if a judic- ious disposition could be made of his etlects, the bank would not be a heavy loser. He had not intended to defraud the bank, but had failed to expose his over-drafts for several years, with the expectation of making them good when the tide of speculation turned in his favor. After mature deliberation the directors determined to ask his resignation. He was called to their room, and after hearing their decision, passed imimediately out at the rear door of the bank and waa never again seen alive by any one of his familiar acquaintances. His body was found floating in the West Bay, about one mile from the bank, three hours later. His proud spirit could not endure the mortification he felt when the directors discarded him. The announcement of his death produced greater excitement in the city than did the failure of the Bank of California, two days before. The overdrawing of his account was the first mistake, al- though not done with the intention of robbing the stock- holders. The second and last act was a far more fatal mistake. Had he had the moral courage to withstand the disgrace he prob- BIOGRAPHICAL. 609 ably would not have been prosecuted, and within 12 months would have recovered the confidence of the public if not his position in the Bank of California, which soon made good its capital and resumed l>u.siness. Mr. Ralston's position in the bank was subsequently filled by his very worthy assistant cashier, Thomas Brown, who still occupies it, to the great satisfaction of all who have busi- ness with that bank or are casual visitors to the Pacific Slope. He, too, was a graduate from the office of a Mississippi steamboat, and will \>e remembered with pleasure by the few who still survive and were thus connected in the Jif ties. An incident is related in which the peculiar characteristics of Mr. Ralston are strikingly illustrated. A Mr. Ilarrick Martin, living in St. Louis, became ac- quainted with Ralston before he went to California, and, hav- ing so much confidence in him, he lent him $500 to provide an outfit. Years passed on and Mr. Martin removed to New York with no correspondence between them. He subse- quently became reduced and was in great want. A mutual friend knowing the circumstances told Mr. Rals- ton of the situation. He expressed great sorrow at his bene- factor's circumstances, and inquired for his address. A short time after this interview one of the banks in New York noti- fied Mr. Martin that there was a credit there of $10,000 sub- ject to his order. Presuming there was some mistake he called at the request of the president, and greatly to his astonishment found it as stated. And also that his confidence in " Billy Ralston " had not been misplaced. Among all the worthy and the unworthy and talented men that have ever graduated from the deck of a Mississippi River steamboat probably no two have ever developed so much financial ability and business enterprise as did Messrs. Garri- son and Ralston. Their connection with the river was not of long duration. But had it continued it is evident they would have left their impress upon its commerce. But their sagacity soon satisfied them that it must always be subject to a competition inherent in itself, if not from railroads (which had not in their time become so important factors), which must inevitably reduce the profits of transportation by river below a paying basis. 39 610 Gould's history of river navigation. BrOOKArillCAL. 611 The. Venekahle " Davy Hiner." (From an old timer.) '• A generation or so ago, there were but few steamboats that could carry 1,500 bales of cotton; few that drew less than five feet when light ; few that were not heavy on fuel ; few that could run from New Orleans to Vicksburg in four days; few that failed to make money — and lots of it; and few, if any, that had more than one captain at a time, either on board or ashore. Now, there are few that have not a full supply of captains from the agents to the chambermaids ; the most prominent, generally, is the porter, each ones " runs the boat." Capt. David Iliner is of the old .school. Once, in com- mand of a fine boat, the mate wanted a new hawser; the stew- ard wanted a new cooking stove ; the engineer wanted a new doctor, the porter was bound to have a new badge for his hat ; the chambermaid wanted a pane of glass in the window of her stateroom, and would have it. Capt. David wanted a nevv crew, and got it." This manufacture of commodores by the dozen, cheap, too, and other toadyism, and again the gratitication of personal en- mity by epithets to boats, is entirely foreign to the province of this river department of a dignified daily newspaper and to the interest of the paper, the dignity of the public journal should not be prostituted in this way. Make yourself plenti- ful on the levee and useful to your employer. This river de- partment of a pai)er should be manned by a skillful pilot, carefully guided down the channel, avoiding the " rocks and shoals" of poetry, politics and all that may lead to contro- versy." Capt. Henry W. Smith. No man in the period in which he was engaged on the river excelled him in enterprise, ingenuity, and perseverance. His advent on the river, from a country store in Missouri, was in the year 1855. The General Lane, a Missouri River boat, gave him a posi- tion as second clerk. From that position he soon succeeded in elevating himself to the command of a boat in the Missouri, and soon after to the St. Louis and New Orleans trade, where he continued un- til the breaking out of the war. Soon after that he was appointed inspector of hulls by the board of underwriters, which position he filled with credit and 6i2 Gould's history' '©^ /river navigation. satisfaction until he was appointed to the oftice of Superin- tendent of the Sij.iIidUis/iS/ Menipijiis Packet Co. At the death of Capt. John J. Roe, Capt. §. succeeded to the presidency, under ivhose administration the company dc- Vfelo\Wd ilito ohe-of the'gi'edt possibilities. '"fib co'mprchen'ded the situhtion,'' and moved to the front, aind' the re'sillt ^tliS a' blotter And a!'fAfet61- line of boats than had evel' beforfe beeil'b'ui'lt'i^n' Weste'i'h* waters, except the boats dWnfed'bj^the Cii'icini'i'aU''& LottiSville ' Mail Line, was built slnd put into the- ttiade. "; inr.i.p; > r;/..., nm. ''Hfr'ha(i''a' riiethitnicitl 'ey6''attd' his genius enabled him to dompreh^nd aWitiiproVtEfiiient'if suWested.' He was quick to p»ii"beiVev and hltld deicisiolli ' of 1 character 'Siifficient to decide \\^ithout delay. '"'■•' ■ '1; "■' ' ■ ' '■'■" " ' ' Hfe ^<|'as gienial in teiiipel*artieilt,'ftHd frbltel'nal in his associa- ti'onsJ ' All who knew him i'espected his judgement, and ad- mii'fe'd his frankness. His executive ability placed him in the fVOhtrank as a presiding Officer in politidrtl or' business organi- zations, arid his gOdd, practical, cortuiioh'sens^ made him a valuable auxiliary in all new enterprises. ' The loss to the community of steam liavigatioii interests in the West suffered more from the early death of Capt. Henry Smith than from that of any other that could have occurred. ' 'lie passed ii way in 1870, leaving an' interesting family, and a'hOSt of friends and admirers. "'• -''l'') •''' iJiri!i| li>r iijii/ xIj.J/. (i.it nil Ml Ir.iirl ) t.i .JolllJ llllll/yl- I: /'' i.-HllW;!H 111 l.lljolj. I-MjI.I '""'' Mirk^Twk'i^i's''*' '^j^perieii'^y 'llutii^^'hi's life on the Mississippi, whether rieal' Or 'ideal, potti-ays so much that is true to life and in accordance with facts known to many still living, no better illustration dieedbd feoughtthan is given in his very interesting narratives. I have therefore taken the liberty to wake som^ quotations; wfeich I am satisfied will be enjoyed by all who read therb, although they ittaf^ have read them be- fore: ''^' "' ■'•'"'' Yi)iiiH'> I iili/il ,i.>7i! -nl During his apprenticeship and while hte' was yet " Bixby's Cu'bj'^ for ^ome cause he" \\ra^ tl-ansfei^^ed to the steamer Penn- sylvania, Capt. John Klinfelter, the subject' of this sketch. A pilot by the Tifitne of Brown, who seen^s to have been a very disagreeable fefUow,' besid^^ be'ihg a^m^n of no education and destitute 'of priticiple^'Was' en'jployed' 6rt the boat at the time. Capt. Klinefelter' swell known kindnetes and good nature sub- jected him to rudeneiss ahd' imposition from this kind of ill- grairied over-bearing men, although they were in his employ, BIOGRAPHICAL, ni . 'iir'.r, 613 and he would submit to almost anything, b^fdr© he would jdis-t charge them. ff? '•-;•; in-.,\ r. The following incident so faithfully illustrateshis dharweter and that of a domineering, disageeable pilot of rtheolddntirfae, whether his name is Brown, Jones or Smith^m ro^ie^titioniof it here will be excused. Mr. Twain continuesfc"-*— , >;; / i ti;, ii "Two trips later I got into serious trouble-. iBro\*aiwa» steering, I was "pulling down." My younger broth'^v aplJ peared on the hurricane deck, and shouted to Brovvm/to fitop at some landing a mile or so below. Brown 'gave noiintirfaa- tion that he had heard anything. But that was hisway, hft never condescended to take any notice of an under olerk. 'iThe wind was blowing, Brown was deaf (although he lalways pre4 tended he was not) and I very much doubted if( he. had beard the order. If I had had two heads I would have spoken.- But as Iliad only one I thought it would be judicious toitake care of it, so I kept still. Presently, sure enoughi-sbe wenti sailing past the plantation. fu.vtni orO Capt. Klinefelter appeared on the deck and said: '* Lather come around, sir, let her come around." Did not ILenry tfell you to land here? No, sir. I sent him up to do iti' He did not come up, and that's all the good it done, the dod^-de-rued fool. He never said anything. Didn't you hear hitn? asked the captain of me. Of course I did not want to be mixed up. in the business, but there was no way to avoid it. So I said^ "Yes, sir." ■ I- •, I knew what Brown's next remark would be before he uttered it, it was — " Shut your mouth, you never heard anything)©! the kind." ...,;-, I closed my mouth according to instructions. An hour latert Henry entered the pilot house unaware of what had beefn, going on. • , I He was thoroughly an inoffensive boy and I was sorry tolsee him come, for I knew Brown would have no pity on him. i; Brown began straightway, " Here, why didn't you tell mia we had to land at the plantation? " "I did tell you, Mti Brown." " Its a lie ! " I said — " You lie yourself. He did tell you." r[ Brown glared at me in unaffected surprise and for as muchj as a moment he was entirely speechless. Then he shouted to me — " I will attend to your case in half a minute." Then to Henry — " and you leave the pilot house, out with you." It was pilot law and must be obeyed. The boy started out and had his foot on the upper step outside the door when Brown with a sudden access of fury picked up a ten pound 614 Gould's history of river navigation. lump of coal and sprang after him. But I was between, with a heavy stool, and I hit Brown a good honest blow which stretched him out. I had committed the crime of crimes, I had lifted my hand against a pilot on duty. I supposed I was booked for the pen- itentiary sure, and could not l)e booked any sooner if I went on and squared my long account with this person while I had the chance. Consequently T stuck to him and pounded him with my fists a considerable time. I do not know how long, the pleasure of it probably made it seem longer than it really was. But in the end he struggled free and jumped up and sprang to the wheel — a very natural solicitude, for all this time there was this steamboat tearing down the river at the rate of fifteen miles an hour and nobody at the helm ! However Eagle bend was two miles wide, at this bank full stage and correspondingly long and deep and the boat was steering herself straight down the river and taking no chances. Still that was only luck — a body might have found her charging into the woods. Perceiving at a glance that the Pennsylvania was in no dan- ger, Brown gathered up the big spy glass, war club fashion and ordered me out of the pilot house, with more than Ca- manche bluster. But I was not afraid of him now, so, instead of going, I tarried, and criticised his grammar, I reformed his precious speeches for him and put them into good English, calling his attention to the advantage of pure English over the bastard dialect of the Pennsylvanian colliers whence he was extracted, He could have done his part to admiration in a cross-fire of vituperation of course, but he w\as not equipped for this kind of controversy. So he presently laid aside his glass and took the wheel, muttering and shaking his head, and I retired to the bench. The racket had brought everybody to the hurricane deck, and I tumbled when I saw the old captain looking up from the midst of the crowd. I said to myself, now / am, done for ! For although as a rule he was so fatherly and indulgent to- wards the boat's family, and so patient of minor shortcomings, he could be stern enough when the fault was worth it. I tried to imagine what he would do to a cub pilot who had been guilty of such a crime as mine, committed on a boat guard deep with costly freight and aliv^e with passengers. Our watch was nearly ended. I thought I would go and hide some- where until I got a chance to slide ashore. So I slipped out of the pilot house and ran down the steps and around to the Texas door — and was in the act of glidino: BIOGRAPHICAL. 615 within — when the captain confronted me. I dropped my head and he stood over me in silence a moment or two then said expressively, " Follow me." I dropped into his wake and followed him into his parlor in the forward end of the Texas. We were alone now; he closed the doors and sat down. I stood before him. He looked at me some little time, then said : " So you have been fighting Mr. Brown? " I answered meekly, " Yes, sir." " Do you know that is a very serious matter? " "Yes, sir." "Are you aware this boat was plowing down the river fully five minulcs with no one at the wheel ? " " Yes, sir." " Did you strike him first?" " Yes, sir." "What with?" "A stool, sir." "Hard?" " Middling, sir." " Did it knock him down? " "He— he fell, sir." " Did you follow it up, did you do anything further?" "Yes, sir." " What did you do?" " Pounded him, sir." " Pounded him? " " Yes, sir." " Did you pound him much, that is severely? " " One might call it that, sir ; may be." " I am deuced glad of it ! Hark ye ! Never mention that I said that. You have been guilty of a great crime, and don't you ever be guilty of it again on this boat. But lay for him ashore. Give him a good sound threshing, do you hear? I'll pay the expenses. Now go, and not a word of this to anybody. Clear out with you. You have been guilty of a great crime, you whelp." I slid out, happy with the sense of a close shave and a mighty deliverance, and I heard him laughing to himself and slapping his fat legs after I closed his door. When Brown came off watch he went straight to the captain, who was talking with some passengers on the boiler-deck, and demanded that I be put ashore at New Orleans, and added " I'll never turn another wheel on this boat while-that cub 616 Gould's history or river navigation. stays." The captain said — "but he need'nt come around when you are on watch, Mr. Brown." " I wont even stay on the same boat with him, one of us has got to go ashore." "Very well," said the captain, '■^let it he yourself," and re- sumed his talk with the passengers. Any one who knew captain Klinfelter intimately will never doubt the truth of this incident in Mr. Twain's narrative. Nor should they doubt the untimely end of the unfortunate Mr. Brown, or of the steamer Pennsylvania on the return voyage, as described further along in the narrative. This writer, with the steamer James E. Woodruff, on her way to New Orleans, was the first to reach the wreck of the ill-fated Pennsylvania after the explosion, as it lay at the Tennessee shore at the little town of Austin some fifteen miles above Helena, some four hours after the tragic event. Mr. Clemens does not overdraw the picture. It required a more graphic pen even than his to do it justice. Many of the wounded who were able to be removed from the, open flatboat after the destruction of the steamboat and desired to return South, from whence they came, were taken on board of the Woodruff and made as comfortable as scalded and dying people can be, stretched along the cabin floor on mattresses, with the mercury at 100. Those that survived were taken to New Orleans ; those that did not were interred on the banks of the Mississippi (where thousands have found a temporary resting place) until the shifting and turbid currents of that treacherous stream shall have invaded the sacred spot, and not only robbed the grave of its treasure, but engulfed the grave and its surroundings. Most of the passengers and the crew belonged at the North, and were taken to Memphis on the first boat going up stream. The A. T. Lacy was the first boat from New Orleans to St. Louis, after his conflict with pilot Brown. This was at a period which " Mark Twain" says pilots were entire mas- ters of the situation, and were the autocrats on any boat upon which they were employed. And it was not possible for any captain to employ a pilot only at the option of the pilot's association. Thus captain Klinfelter was obliged to retain Mr. Brown, who declined to remain on the boat unless " Bix- by's cub" was sent ashore, which was done, and his life probably saved in consequence. Mr. Brown with many others were never seen after the ex- plosion of the Pennsylvania. Captain Klinfelter continued on the river a few years after BIOGRAPHICAL. 617 the loss of the Pennsylvania. But subsequently retired and purchased a home in Bunker Hill, in Illinois, where he spent the remaining years of his life in the quiet enjoyment of his family, after a useful and varied experience in the precarious occupation of a boatman, beloved by all who knew him. Captain D. Smith Harris. One of the oldest boatmen now living (1889) is Captain Harris, of Galena, Ills., if not in years, in the length of time he has been in active service either as a keel-boat or a steam- boatman. In 1834, he, in company with a brother, R. Scribe Harris, built a little steamboat at Galena called Joe Davis which they ran from the lead mines to St. Louis for two or three years. She was a diminutive craft, with no accommo- dations for passengers and but little for any kind of business. But the " lead^mines " of Galena were then producing large quantities of ore and attracting a good deal of emigration. The Harris brothers were alive to the situation and with their characteristic energy, in 1837 built a much larger boat at Cin- cinnati called Smelter, which they designed, and ran in the trade between Cincinnati and Galena with flatterinfir success. No boat up to that time, on the upper Mississippi had equaled in speed or capacity the Smelter. She always had more passengers than she could well accommodate and was run with a kind of eclat that characterized all fast boats at a more recent date. After the Smelter the two Harris brothers built several other good boats which they continued in the Upper Missis- sippi trade ; among them was the Otter, the Pizzaro, the Preemption and some others. They bought the West Newton after emigration set into Minnesota and ran her through from St. Louis to St. Paul, early in the history of that very active and profitable trade. They were cotemporary with Capt. Orrin Smith, who was the first President of the " Galena, Dubuque and Minnesota Packet Company," principal office at Galena. Captain Smith was among the pioneer boatmen in the Cincinnati, St. Louis and Galena trade. He built the Fulton, the Brazil, the New Brazil and ran them all in that trade and made for himself an enviable reputation as a good boatman and a high toned companionable gentleman. No man stood higher in the estimation of the public and in the hearts of those who knew him best, than did Captain Orrin Smith. His memory will live long and green in the recollection of his cotem- poraries. 618 Gould's history of river navigation. Captain St. Clair Thomasson. Among the old boatmen in the antebellum period there is none that will be remembered with more pleasure than the subject of this sketch by those who had the pleasure of travel- ing on his boats. Capt. Thomasson was born in Louisiana. His father was an American and his mother a French woman. By some in- felicity in the family young St. Clair left his home at an early age and never after returned to it or claimed any kinship. The best record extant of him places him in New Orleans in 1835, engaged with the late Capt. Theo. Shute in supplying plantation stores with dry goods, boots, shoes, etc. This trade they continued until 1843, when they embarked on the river and built the steamer Baton Rouge which they ran be- tween New Orleans and that city. Their next boat was the Concordia, which they ran to Vicksburg. After dis- posing of her, they built consecutively within a few years, three boats named Magnolia. The last of the three was built without a passenger cabin, although she had accommoda- tions of an inferior character for a few passengers. This boat was strictly speaking a cotton boat and a great carrier. She was burned in the Yazoo River during the war, to prevent her falling into the enemy's hands. Subsequently Capt. Thomasson removed to St. Louis and took a position on the Great Republic, then the largest and finest boat that had ever been built, or has ever been built since with a few exceptions. He acted as a kind of cabin master on this boat and some others, but gradually retired from the river, the war having pretty nearly exhausted his resources and broke down his proud and genial spirit. He passed from this life at Niagara Falls, August 2d, 1880, at the age of 75 years, and was interred within the sound of that sublime cataract that had for thirty-five years annually attracted his romantic tastes to its borders, and where he al- ways expressed the hope his body might repose. The Niagara Gazette of that date closes a worthy tribute to his memory thus: " He was a pure and noble man, un- selfish and true, with a heart overflowing with kindness to all classes of people, loved and respected by all. Now that he has gone, sadness and sorrow will abide in many households." Capt. Thomasson was never married and left no known relatives or heirs. The late Capt. Shute and his daughter, who had been a life long friend and a partner, was with him when he passed the BIOGRAPHICAL. 619 whirlpool for the last time, and contributed all that could be done to make the dark passage less gloomy. Capt. Thomasson was an eccentric man, but his genial tem- perament and social habits made him a favorite with the trav- eling public. In the spring and early summer, when the cotton season was over, before laying his boats up for the summer, it was cus- tomary for him to make two or three trips to Louisville, to ac- commodate the large passenger travel that always went North to spend the summer. His boat, with many others at that time, advertised in the papers several weeks in advance the date of their departure. Whenever the register of his boat was full, and no more pas- sengers could be accommodated with a stateroom, no more would be received on board. Unlike many others, he would refuse all applications when his rooms were full. The sumptuous fare that was provided, and the elegance with which it was served, enabled him to till his staterooms with the best class of passengers at a price that few other boats presumed to charge. Families, and ladies traveling by themselves, were a spe- cialty with him. He was known as a great ladies' man wherever he went, and he never seemed so happy as when he had a number of chil- dren hanging on to him, or was escorting a party of ladies. His uniform politeness and suavity in the presence of ladies made him a great favorite, and his generosity was proverbial wherever known. Capt. 8hute, who always acted as clerk, or agent, on Thom- asson's boats, was an exceedingly modest man, and if any credit was due to him for the good management and general policy on board, he never claimed it. Although it was very evident to friends that he was really the "power behind the throne" in the cabin. The first two boats they owned were contracted for and superintended by Capt. Shute. He died in New Orleans in 1886, at the ad- vanced age of eighty years, respected by all who knew him. Thus, after contending with the turbid waters of the Mis- sissippi, and the dangers incident to its navigation for so many years, two of the prominent " beacon lights " of earl- ier 3^ears made their last '* crossing," and entered a haven where waters are lighted by the reflection of the noble deeds done while struggling with the reverses incident to the life of a boatman. 620 GOULD S HISTORY OF RIVER NAVIGATION. I Captain Charles S. Eogers [Communicated.] Was born in New Hampshire, 1816 ; was left an orphan at the age of four years, under the guardianship of an uncle, with whom he lived until he was eight years old, when he was re- moved to Portland, Maine, where he lived with another uncle until 1832, w4ien he engaged in the dry goods business in the house of Hon. S. R. Lyman, where he remained until he ac- cepted Horace Greeley's advice, and removed to St. Louis in 1838. His first experience on the river was in the capacity of a clerk in 1842. From that time to the present he has been continuously engaged either as clerk, captain, or president of companies owning and running boats on the Mississippi, Mis- souri, or Illinois Rivers. There are very few, if any, men engaged in steamboating at the present time that have been so long and so constantly en- gaged as has Capt. C. S. Rogers. He is the only surviving partner still in the business, that organized, and for more than forty years ran the Naples Packet Co.'s boats on the Illinois and other rivers. BIOGRAPHICAL. 621 In the forty two years the Naples Packet Company was in existence, it built, bought and operated of its own, twenty- three steamboats, beside numerous baro;es and wharf-boats. They were of varied capacity — some of them of the largest class — some very fine and fast, and others very light draft. They were built for different trades, and navigated nearly all the navigable waters of the Mississippi Valley. Of the ten original stockholders in that company, with one exception, Captain Rogers is the only survivor. His erect and robust form may always be seen during the Exchange hours, associating with the few remaining old land- marks that did business on the street before St. Louis had reached sufficient importance to require an Exchange. For one so long and constantly engaged in the arduous and ex- hausting duties of a river life, he is remarkably well preserved and there seems no good reason why he may not long survive the alloted time of " three score and ten." If the declining interests he has so long and faithfully rep- resented, or the reverses of fortune have failed to make him a millionare, it has not been from losses in wild speculations or neglect of duty, as all will testify who know him well. Ed. Captain Owen Finnegan. Mobile, Ala., April 22, 1889. ijaipt. E. W. Gould, St. Louis, 31o. : Dear Sir — In compliance with the promise to tell you something about myself and the steamboat interest of this port for publication in your forthcoming work on steam nav- igation I will commence with myself. I landed in Mobile in the year 1847, on the steamboat General Taylor, in the capacity of a watchman of the boat. During the 42 years I have been constantly engaged in that business and have owned and commanded a large number of boats. Among which I will name, Nyanza, R. E. Lee, John T. Moore, Maggie F. Burke, Lucy E. Gartrell, all of which, save the Maggie F. Burke have passed from view the way this kind of property generally goes. The Burke I am still running as a weekly packet to Selma and Montgomery. Capt. Jno. Quill and A. Newsmister own the Nettie Quill and the Carrier. The Mary Elizabeth I own, with my associates. These four constitute the Alabama River boats. 622 Gould's history of river navigation. The T, L. Tally, Mattie B. Moore, Hard Cash, C. W. An- drews and the Ruth are all engaged on the Bigbee and Marion Rivers at the present time. In the ante bellum days, before the railroads invaded our territory, we had a large and profitable trade. In 1852 or 3 we had a chartered company known as Cox Brainard & Co., that did an immense business and conducted the trade on all these rivers that are tributary to this city. We have good navigable waters during the winter and spring, nearly to the head of navigation, which is some 700 miles. In 1857-8 the receipts of cotton in Mobile from these riv- ers amounted to 800,000 bales now it is but little over 100,000 bales. Cox, Brainard & Co. owned many fine boats. Among those running to Montgomery I call to mind the Messenger, I. I. Cox, master ; Magnolia, W. F. Jones, master ; Cremonia, A. A. H. Johnston, master: Le Grand, G.W. Clondin, master; H. 1. King, Owen Finnegan, master; Empress, G. H. Kirk, master; St. Nicholas, C. W. Locklier, master; St. Charles Robt. Otis, master. These constituted a daily line, a part of which run as dis- patch boats and only carried passengers and the mails. Now two steamers a week is quite as many as we have business for. During the war we lost several boats, which were burned by the Northern army. At the surrender of Montgomery the Milner, the Cherokee, the Folly, the Iron King were all burned. The Henry J. King, a fine side-wheel boat, valued at $75,000, with a part of a load of cotton belonging to myself and others, and of which I was in command, was burned by the Wilson raiders in 1865. At the close of the war there was thousands of bales of cotton stored along the rivers, when it was selling in Mobile at 50 cents per lb., and as high as forty dollars per bale freight was paid in some cases to get it to market. But that was owing to low stage of water and a scarcity of boats. But from that time to the present the numerous railroads that have been constantly increasing have largely diverted our trade from the rivers and the business is no longer what it was as you will see by the foregoing brief account. Trusting you may meet with the success your worthy en- terprise merits, I remain yours truly, Owen Finnegan. BIOGKAPHICAL. 623 Capt. Henry A. Jones, Cincinnati. Neavton, Mass., Dec. 12, 1888. Capt. E. W. Gould, St. Louis, Mo.: Your favor of the 4th inst. was duly received. My earliest recollection of Capt. Henry A. Jones reaches back to the year 1832. At that time he was engaged in the then popular busi- ness of flat-boating between Cincinnati and New Orleans. Capt. Jones was a " regular trader," i.e., he owned the boats and their cargoes, had no one interested with him, bought and paid for every article of merchandise, principally the produce 624 Gould's history of river navigation. of the couiitiy, before he pushed his boat from the wharf ; was his own captain and supercargo. Having little faith in the banking institutions of that period, he never kept a *' bank account," but always carried his monej^ either in his pocket or in a belt buckled around his body. Born in Ver- mont in " 1808," but the family emigrated to the State of Ohio when the subject of this sketch was four years old. They settled in or near Zanesville. His father was a " mill- wright," but who died quite early in life. His mother married a second time, but Henry and two younger brothers never received much benefit from their step-father. Conse- quently they started out into the world early in life to care for and support themseh^es. The captain went to work near the salt works of their neighborhood at cuttino- cord-wood to be -I burned for making salt. For which he was paid 40 cents a cord for cutting, splitting and piling up. For one of his years he did very well, could earn $1.00 per day, but his board, $1.25 per week, was deducted. At the age of nineteen he went to Cleveland, worked as a common laborer during the season for out-door work, made himself useful in the way of building houses, carried the bricks and mortar, while others did the work. Was at all times ready to make himself useful, especially if there was a prospect of making fair wages. In 1828 the Louisville & Portland canal was nearly completed, ^.e., the excavation was about finished, but the bottom had to be smoothed off and the sides were to be paved. Capt. Jones got the job for paving two sections. He possesses the necessary articles for the work to be done, viz.: a willingness to work, a w^heelbarrow, a hammer and his own strong arm. The completion of the canal brings our friend to the time of life which made him a full citizen — the age of twenty-one. Though he had amassed a capital of six hundred dollars, he saw the necessity of adding more to it. And until something more desirable would offer, engaged as deckhand. There were no "roustabouts" in those days on steamboats in the New Orleans trade. This experience fitted him for the rugged life he was about to commence — that of a flat-boat or river trader on the Ohio and Mississippi Rivers. His first venture in this new line of life was in a "flat " 50 by 18 feet. Crew consisted of himself and one other man. Loaded with live sheep, flour, whisky, peach brandy, with some butter and cheese. With this craft full of produce, all paid for from his own earnings, he started from Cincinnati to New Orleans, unless fortune would enable him to dispose of his cargo at in- BIOGRAPHICAL. 625 termediate points, on both rivers and on the coast. Everything was sold before reaching Natchez. Returning he came on any good steamboat coming up the river. While he followed the life of " flat-boating" he always returned in the steerage as a deck passenger. He followed this mode of life for six years, was always successful, never having met with any serious accident or made a trip which caused pecuniary loss. In the year 1836 his career as commander and owner of steamboats began, and was so energetically and successfully fol- lowed until near the close of a useful and exemplary life, which sad event occurred in the month of March, 1884. His first steamboat was the Columbus. This was a vessel built at Rock- ville, a point on the Ohio River, in Ohio, a few miles below Portsmouth, in 1835, and bought by Capt. Jones in June, 1836. This was one of those old-time, heavy New Orleans boats, such as were in use in those days. Length over all 181 feet; beam, 26 feet; depth of hold, 9 feet 6 inches ; 6 42- inch boilers, 24 feet long; single engine. Could carry 400 tons. Good runner, nice cabin, was a popular boat. Second boat, Ohio Belle, then Henry Clay, Queen City, 2nd Ohio Belle, Europa, Hiram Powers, John Adams, Com- modore Perry, Charles Hammond, Judge Torrence, Nicholas Longworth, Niagara. The latter boat was put in the great Mississippi and Atlantic Steamship Company of St. Louis, valued at $120,000; this venture proving a total loss. Dur- ing and since the war he built and was interested in a large number of boats ; some were sold to the government for gunboats or transports. Three or four were put into and helped to form a line from Cincinnati to Memphis, of which line he was president for about six years. He was also for a long period an owner and president of the Champion Coal and Towboat Company, stockholder and director in sev- eral insurance companies, heavy holder of gas stock, director and owner of National Bank stock. Also heavily interested in real estate in Cincinnati and vicinity. With his fellowman he was an agreeable companion ; in conversation was most entertaining, with a faculty for holding a promplu audience (this is French), for hours at a time. It would usually re- quire all of a forenoon and until three or four p. m.of the same day in describing some of the interesting events of his long and useful life. In common conversation he was supe- rior to the large majority of mankind. All having the priv- ilege of a listener felt they were very well paid for any loss of time for such purpose. A full history of a trip to New Or- leans on a flat-boat would usually consume a full half day. 40 626 Gould's history of river navigation. Capt. Jones was most decidedly an agreeable gentleman to know, and to be his friend or be yours. I can recall but one lifelong friend now living. 1 refer to Captain Aaron S. Bowen. When Capt. Jones was engaged more than fifty years ago in buying a load of produce for his flatboats, Capt. Bowen was an active young man, clerk for one of Cincin- nati's early merchants, C. W. Gazzam. He dealt in all man- ner of produce, and Jones would often buy of him, more on account of his friend Bowen than any other. During the lat- ter period of his life they were very much together. They occupied the same office, in fact one desk was sufficient for both ; were members of the same church, would indulge in long buggy rides through town and country. In short, where one was the other was sure to be. We refer to Capt. Bowen for two reasons. First, because of long continued friendship between him and Captain Jones; second, on account of business matters in connection with steamboat affairs. Capt. Bowen was one of Cincinnati's earliest forwarding and commission merchants, doing business with Messrs. C. and J. Broadwell, also for many years steam- boat agent — with one exception the oldest in that line of bus- iness now living, I refer to Capt. Ira Athern, now in the nineties. Capt. Athern, as a steamboat agent does not reach back to as early a period as does Capt. Bowen, who for many years did business under the firm name of Bowen & Hibbard. Captain Jones married late in life an estimable widow lady, Mrs. Stephens, which brought to their happy household three most beautiful daughters; one, the youngest, is a resident of your city, St Louis. She is the beloved wife of Mr. Bevis. The remaining daughters, married, and reside in Cincinnati ; Mrs. Champlin and Mrs. McGregor. . I am very truly yours, J. H. Barker. The Three J. M. Whites. Answer to C or-respondent Y. A. — There were three steam- boats named J. M. White. The first of that name was built at Elizabethtown, Pa., and finished at Pittsburgh in 1842. Her dimensions: Length 250 feet, beam 32 feet, depth 8 feet. She was named in honor of J. M. White, a prominent merchant of St. Louis. She only ran one season, when she sunk on the Grand Chain, Upper Mississippi. Her engines were 25-inch cylinder 8 feet stroke. BIOGRAPHICAL. 627 628 Gould's history of river navigatiox. The second J. M. White was built by dipt. J. W. Converse at Pittsbui'o-h in 1843. Her dimensions were : Length 250 feet, 31 feet beam, 8V2 feet hold. Her cylinders were 30 inches diameter, 10 feet stroke, with 7 boilers. She proved to be the most extraordinary steamboat of her day in the way of speed. She made the run from New Or- leans to St. Louis in 1844. Time — 3 days, 23 hours and 23 minutes. This time was not beaten until 1870, 26 years afterward. This was done by the celebrated steamers R. E. Lee and Natchez. The Lee's time was 3 days, 18 hours and 30 minutes. The Lee had two 40-inch cylinders diameter, 12 feet stroke, with immense boiler power. When we con- sider the difference in power of engines and the disadvantages which the White encountered, hers was the most wonderful run of the age. She had to take her fuel wood from the banks of the river, which caused great loss of time, while the R. E. Lee had coal barges stationed at regular intervals which she took in tow, thereby saving a great amount of time. It is still a mooted question among old steamboat men as to whether the Lee really beat the White's time, if we allow the White her lost time in taking wood and screwing up her hemp packing. The third J. M. White was built at Louisville, Ky., in 1878, and is considered the most magnificent steamboat in the world. Her dimensions are: Length 325 feet, beam 50 feet, depth forward 17^ feet, midship 11^ feet, width over all 90 feet, which is from the nosing on the outside of the wheel- house to that of the opposite side of the boat. Her carrying capacity is 8,500 bales of cotton. Her cylinders are 43 inches diameter, 11 feet stroke. The present White is thought to be the fastest steamboat that has ever navigated the Missis- sippi River, but she has never made a race against the time of other fast steamers, and, therefore, we cannot say positively that she is faster than other steamers which have made extraor- dinary time. The saloon of the main cabin is 260 feet iu length, 19 feet wide, and 16 feet in height. The state-rooms are all large, most of the rooms in the ladies' cabin being 10 feet by 14 feet, and 12 feet by 14 feet. The smallest rooms in the main cabin are 8'by 10 feet, with a wide guard or passageway around the whole extent of the cabin. It is to befitted and furnished equal to if not superior to the finest hotels on the Continent. The upper cabin, the floor of which is 45 feet above the sur- face of the water, is 180 feet in length, and 28 feet wide; this too, with a guard all around it. This cabin, or texas, is BIOGRAPHICAL. (529 630 Gould's history of river navigation. to be furnished with the best of everything, and will be larger and finer than the main cabin of most of the boats now in commission. " Comparisons, however, are odious." The weight of machinery and boilers exceeds 260 tons, and the stem band weighs 2,700 pounds, the largest ever made. These dimensions may impart a fair conception of the im- mense boat, the cost of which will exceed $200,000. She had 10 boilers 34 feet long, 42 inches diameter, 2 flues 16 inches diameter, water wheel 45 feet diameter, 19 feet bucket. The John W. Cannon, for the New Orleans and Bayou Sara trade, is at the lower wharf, having her cabin finished the most magnificently ever yet put upon a steamer. The machin- ery and connections are nearly completed, and the boat is to be ready on or about the 1st of May. She is having frescoed ceilings, and a most elaborate cabin; the staterooms, 10 by 11 feet and 8 by 8 feet, all connected, and all with passage- ways on the outside. Captain Cannon is in ecstacies over the boat, pronouncing her the handiest and most rooray, with more deck-room, steam power and conveniences than any craft of her class yet built. The hull is 250 feet in length, with 43 feet beam, 9^ feet hold, heavily timbered, yet all model and sharp, knuckles rounded, and bound to be as fast as the fastest. She had 7 steel boilers, each 34 feet in length and 42 inches in diameter. Also, an extra boiler and extra engines. She also has four immense steam drums to retain full head of steam while making landings, as she runs by compass, the darkest nights or heavy fogs being no hindrance to her progress. Captain Cannon is.the veteran of the cotton trade, having more experience and having built more fine boats than any one else, this being the tenth boat built for him around the falls. The list of his ventures is as follows: The Louisiana in 1848, the S. W. Downs in 1852, the Bella Donna in 1853, the R. W. McRae in 1854, the Farmer in 1854, the Vicksburg in 1856, the Gov. Quitman in 1858, the first R. E, Lee in 1866 and the present R. E. Lee in 1876: Since the above was in type the last J. M. White has been destroyed by fire in Morgan's Bend, La. The only record obtainable of this boat's fastest time is as follows: '* Left New Orleans at 5 o'clock p. m. on a regular business trip. Landed at Donaldsonville and Plaquemine and arrived at Baton Rouge twenty minutes before one the follow- ing morning, making the run in seven hours and forty min- utes. Her usual time to Harry Hillsgatewas fifty-six minutes. This is bv far the best time on record. BIOGRAPHICAL. 631 Captain James Good. Below I take the liberty of inserting a private letter of a valued cotemporary, which is so unique and philosophic and so unlike the character and the experience of the large ma- jority of my esteemed cotemporaries, that I am sure it will be appreciated by all who know the trials and the anxieties peculiar to the life of the master of river steamboats. It must indeed be a man with a " happy heart " who can encounter the perils of navigation incident to high and low water, to storms and dark nights, to collisions with steam- boats, snags, wrecks and railroad bridges, to explosions, sand bars and fires, to the liability of loss of life as well as the loss of money, to the'insane competition he is always subject to, to the unjust exactions of those into whose hands he often falls, to the trials incident to careless and incompetent officers and unreliable hands. One who has '* spent forty years around and on the river and whose life has been all sunshine, not a cloud to shadow its pleasures " has certainly enjoyed a phenomenal experience and one that will be envied by all cotemporaries and yet those that know Captain Good best, bear willing testimony to his assertions. Among many valued cotemporaries in the past, this writer calls to mind but two, and they have long since crossed to the shining river, and furled sail in less tempestuous waters, who resembled in character and disposition the subject of these remarks. Captains Mortimer Kennett and Burton Able were philoso- phic steamboat masters, as well as good boatmen. The former was also master of the violin. No naviijation was too difficult or night to dark to induce him to decline the very pleasant duty of entertaining his passengers with the sweet strains of his violin. Even when crossing the lower rapids of the Mississippi, where steamboatmen in the earlier times did more hard work in low water than on any other river in the Mississippi Valley, having their entire cargoes to lighten across the rapids in flat boats, Captain Kennett never allowed himself to be disturbed, or to interfere with the duties of his mate or his pilot. There was often great strife and rivalry among the large number of boats accumulated at the foot and the head of the rapids to see which should get across and get away first. But the captain's philosophy was generally a good stand off for the 632 Gould's history of river navigation. extra exertions of all others, and either that or his violin made him the envy of his cotemporaries, of which this writer was one. Captain Able, while not a musician, was a good politician and no circumstances were every so embarassing or trying that he could not find time and opportunity to entertain his passengers and even his crew with a good story or a political speech, and none enjoyed a hearty laugh and a good joke better than Capt. Able. There is no capital or stock in trade so valuable to the master of a steamboat as a " happy heart " and a well balanced head. None others should embark in an occupation so liable to contlicts and disappointment. Captain Good says " Success means money." While he claims to have secured none of that, it is evident his success has far surpassed that of many of his cotemporaries, as the duties of his calling have always afforded him pleasure, however laborious, and he is made happy by the reflection that " ease and comfort will come when I go to that shining river beyond." Office of ^ St. Louis & Miss. Valley Trans. Co., > St. Louis, May 22, 1889. ) Capl. E. W. Gould: "Dear Captain — I am at a loss to communicate any event of my life that would aid your work, or add to my posterity any reading matter that they might be proud of. Success in life means mone}'. I have labored a lifetime for others, I have nothing to show that would indicate success, except a happy heart and a large family. M}'' " happy heart " tells me that I have labored honestly, and all to my employers' interest. I was 60 years old 9th inst. My life spent around and on the river, has been all sunshine. Not a cloud to shadow its pleasures. I am yet in the harness, a wheel-horse, next the rider, and I receive many a lash that quiets pride and high temper, and I pull with the rest of the team, awaiting another lashing at the top of the hill. I am up on the level now, and I feel my heart beating hard, full of good blood, and veins standing out. Captain, I can boast on this theme only, and if I can get a good square master that will give enough from his lucre to secure me a good stall and provender, I will stand up and fill the place I now hold for ten years yet. Ease and comfort will come when I go to that shining river beyond. Your friend and well wisher, James Good." BIOGRAPHICAL. 633 Captain Willi aim Dean of Pittsburgh. In a communication from St. Paul dated February, 1889, which is hereto appended, the Captain has related some of his experiences in early navigation which will undoubtedly be read with interest by many of his old associates who re- member his urbane and gentlemanly manner as captain and pilot of many of the earlier boats on the Ohio. It will be recollected that he was among the few masters of steamboats that were so conscientious they would not run a steamboat on Sunda}^ He relates some incidents to prove that he made money by 634 Gould's history of river navigation. layinor up when Sunday came. But it is not charitable to suppose he clone it for that purpose. In 1837, the Captain says there were three opposition lines of steamboats between Pittsburgh, Cincinnati and Louisville. " The Eed Line, the Blue Line and an outside line, without a name. Then a pilot line was formed to break up all the other lines and monopolize the river. Out of nearly 100 pilots they were offered hi^h wages not to work on the other lines." '* Your biographer did not bite at the ofter and received $300 a month in the employment of the Red Line. I took stock, and gave my note, and never worked a day in the line. It was not long before dishonest men were found managing the line. They took the money, kept the notes, and the line went to the devil." But we will hear the Captain tell his experience. St. Paul, Feb. 4th, 1889. Dear Captain Gould: Your biographer is attempting to talk a little to you in painful affliction. A native of Ohio. Born in New Lisbon in 1811. It was an exciting year in our country. Rumor of war with Great Britain and the earthquake at New Madrid which shook the solid earth for more than one thousand miles around. My parents moved to the Ohio River or in sight. I was left to be bound to a merchant in New Lisbon ; did not like the idea, a friend came up from my father's; I said, I would go home with you. My first sight of the river was from 1823 to 1826 ; can't re- call the date. I was greatly attracted at the sight. At this time only five steamers on the river — names to wit: Pennsyl- vania, Messenger. Bolivar, Mechanic and Velocipede. Charley Basham was clerk of Velocipede. After years the great steamboat agent Captain Billy Forsyth said he was the best he ever had, never promised any business or gave any. The state of morals was low at this time. Simon Girty, the half Indian desperado and terror to the community, had passed away. The run above the city emptying into the Monongahela River, was called Girty' s run. He had his headquarters up the run north of the city, where he held carnival with the Indian savages and Avith devils. After he passed away another type of man — Mike Fink and Mike Wolf, of the keel-boatmen. At this time no system of transit was inaugurated from Pittsburgh to ports below. The keel-boat, propelled by man, BIOGKASHICAL. 635 WHS a model one, 80 to 90 feet long, open hold, with cargo box and running boards, or guards cluted, for to put the foot against with his 12 foot pole. Iron socket at end, and large wood button at top and large sweeps on deck to propel it. It was a slow system for transit. The time from Phila- delphia to Pittsburgh was three weeks with large six horse road wagon, time from Pittsburgh to Cincinnati, Ohio, was three weeks by keel-boat. That was slow transit. Nowtheage of keel-boating Mike Fink, a type for vulgarity and profanity. I must not fail to mention the keel-boat propulsion by man- power was 15 miles per day up stream, and down was paddled about 1^ miles through the water per hour. The accommo- dation was not of the best. If boat was loaded with pig metal that Avas the only bed — unless a board could be found — the living was not likely to give the gout — a wet hard tack or pilot bread, side bacon, lull of creepers often, and potatoes, rice, coffee without sugar. Slow transit indeed. Now I drop the keel-boat. The outfit of a keel-boat was not complete without a barrel of whisky on deck. This was the mode, until the great Pennsylvania canal was built ; cost the State fifty millions. The canal commissioners' salary twenty thousand dollars yearly. Now the canal rushed the goods into Pittsburgh, the commission merchant urging to get goods to Cincinnati and Louisville. The keel-boat would not answer any longer ; the rivermen planning ways and means. Finally it was decided to build light boats, stern wheel, to have capacity for 60 tons and go safe on two foot water. Now this was the beginning of light stern-wheel boats, and answered the purpose for a series of years. It was Bchooiing a grand lot of rivermen for after use. Ways and means was employed by the boatmen. Finally light water stern wheel-boats were decided would answer. It was not long until the river was pretty well supplied. This system answered for a series of years. But the cry was give us, an outlet by railroads. The Pittsburgh, Fort Wayne & Chicago was built. Stock was $50 par, went to |3 per share. I must tell of railroad speculation of mine. A friend came and said there is to be a road built to Connells- ville, then to branch out into Virginia to the main B. & O. road. Like Col. Seller's mighty dollar, there is millions in it. Well, I bit at the bait and put my name down for 10 shares, paid in at time of subscription $12 per share. The road appeared to drop out of sight in a year or two. I called at the Treasurer's office and inquired about my rail- 636 Gould's history of river navigation. road to Connellsville, and the money paid. He said, your money is all eat up in oyster suppers ; don't know anything about it at present. Well, in after years I had my steamer loaded for St. Louis, and ready to leave port. Law oflScers come and said there is a judgment against you and execution issued ; it must be satisfied now. How much is the amount. About $600. But giving credit for $12 per share reduced it. I paid the judgment off and never knew more about it. Repudiated the whole matter. Never went into railroading again. The light water stern-wheel boats answered until the PennsylvaniaRailroad was completed and finished toPittsburgh. And now dawned the great steamboating on the Ohio River. The commission merchant wanted more rapid transit. Your biographer had charge of the finest one of 23. The owners said, can you make weekly trips from Pittsburgh to Cincinnati and return in a week. I will try. Started and made 12 consecutive trips. It was hard boating, l)ut was found possible. The owners said we will build you a fast boat; but I preferred to be so I could go where and when I pleased. Now was formed the grandest packet line of steam- ers in the world. We are now up in 1841 and had full control of river near 10 years, accommodating the Pennsylvania canal. Pennsylvania Railroad now finished to Pittsburgh. Cry was give us, outlet by railroads. The P. F. W. & C. was pus-hed to completion, and Panhandle Railroad was being built bee line to Cincinnati. We had at this time nearly three- quarters of hundred fine steamers running out of port of Pittsburgh to every port or place below. (In 1888 only three stern-wheel boats between Pittsburgh and Cincinnati.) And the grandest army of pilots and captains the world ever seen. Four Dean brothers, all pilots and captains. And now the Ohio River, with its grand packet line, and other transports. May state piloting was reduced to perfection for 700 miles — now Ichabod may be written, the glory depiuted. Railroad on the bank of the Ohio River on both sides from Pittsburgh to Louisville. Three weeks to Cincinnati, and now 10 hours. Rapid transit. Now your biographer is done, and you must accept all E. and O. I think I am the oldest living of that grand army of pilots and captains. In my 78th year and in suffering. Waiting for the time to hear the Master say, come up higher. As I live ye shall live also. Blessed hope. I have written in great pain. Respectfully submitted, Wm. Dkan, Pilot and Captain, for more than 30 years. BIOGRAPHICAL. 637 The following supplemental notice is communicated by a friend : — Captain Wm. Dean first came to Pittsburgh, Pa., in 1823, engaged in river pursuits, and became captain of the Wheeling packet Massillon in 1834. Was captain of the Hunter, running to Cincinnati and Louisville in 1836; married to Miss Aurelia Butler in 1837. Took command of the new steamer Boston in 1 839 ; sunk her at Devil's Island, Mississippi River, in the winter of 1841. The following spring, was captain and part owner of the single engine steamer Alleghany (this boat and the Lehigh were the pioneers in the Pittsburgh & Cincinnati Packet Line, making weekly trips); sold out to the late Capt. R. C. Gray in 1846. Purchased an interest and was captain of the double engine steamer Brunette in the fall of 1846. About this time contracted for and built the North River, with the idea of making ten day trips to Louisville. Sold out to Alex. Dean in 1848'. Built the stern wheel, open hold, light water boat called the Columbia, in 1849; had no cabin accommodations for passen- gers; sold to Thomas Greenlee in 1850, and the same year built the stern-wheel passenger steamer, of about 300 tons capacity, called the Navigator. Built the Clara Dean, freight boat to run to Louisville, in 1853. In the summer of 1854, built the light draft freight and passenger packet Louisville, for Alexander Dean. This boat had a phenomenally successful career. Built the steamer Saint Louis for Jesse Dean in 1855. This year sold interest in steamer Clara Dean to Sampson Cadmann. In 1856 superintended and completed the following boats; Towboat, Tempest ; packets. Rocket, Cambridge, Moderator, and Sam P. Hibberd. In the interval up to the spring of 1859, was employed in piloting on the Upper Ohio. At that time was appointed general agent of the newly organized Alleghany Insurance Co., to take charge of the marine interests. In 1861 bought the Bay Cty, and out of it built the second Navigator. Built the Camelia in 1862, America in 1863, Col- umbia in 1864, and Messenger in 1865. Resigned the general agency of the Alleghany Insurance Co. in 1884, and became a member of the Fire and Marine Agency of Geo, W. Dean & Co. 638 GOULD S HISTORY OF KIVER NAVIGATION. Captain James Ho\v'akd — His Funeral Yesterday a Scene OF Unusual Grief — Three Cities Participating — Re- mains Conveyed From flEFFERSONviLLE to Cave Hill, Attended by a Great Cortege — Life of the Deceased. Captain James Howard. [Courier-Jonrnal, 187 6.] The funeral of the late Capt. James Howard took place yes- terday, and such a sadly impressive and imposing scene was never witnessed in this city. The three cities of the Falls shared alike in the sorrow, and were largely represented at the funeral. Upwards of 50,000 people took part in and wit- nessed the cortege as it passed up First street from the river. BIOGRAPHICAL. 639 The hour set for the funeral to take place was 12:30, but long before that time had come men, women and children were wending their way towards his residence in Jeflersonville. The three ferryboats from this side of the river were crowded with pedestrians and vehicles. The people went from this city, New Albany, and Jeffersonville. The steamers B. H. Cooke and Fawn, of the Henderson Packet Line, left the city wharf and carried people up to his residence and brought them back after the ceremonies at the house were over. The trains, too, from this city and New Albany carried crowds to the scene. Standino' in laraje crowds in the neio-hborhood of the house were the workmen in his employ and those of Mr. D. S. Bar- more and the employes of the car works. Business was en- tirely suspended in Jeffersonville, and the citizens, old and young, turned out to pay their last tribute of respect to the memory of a man whom they honored, loved and respected. All the steamers of our wharf and Jeffersonville had their colors half-mast and tolled their bells. Flags were at half- mast upon the public buildings in the three cities, and many business houses and private dwellings were draped in mourn- ing, as was also the ship-yard of Mr. D. S. Barmore, brother- in-law of the deceased. A solemn silence seemed to pervade the whole face of nature. Upon the countenances of the masses could be seen the shadows of grief, and many a tear dimmed the eye, and sighs came from the lips of the multitude when they thought of the mission they had come to perform. Men of all ages, rank and vocation were there. The rich and poor met alike to share in each other's sorrows over the irre- parable loss they had so suddenly sustained. The services over, the procession was formed, and a quarter past 1 o'clock it moved its slow length along toward the ferry landing. The three first carriages contained the pall-bearers, were as follows : Capt. Frank Carter, Capt. Z. M. Sherley, Capt. W. C. Hite, Capt. A. H. Dugan, Capt. R. H. Woolfolk, Mr. W. R. Eay, Mr. Geo. Ainslie, of Louisville; Capt. Adams, Mr. W. H. Buckley, Mr. Daniel Anciskus, Mr. W. H. Fogg, Mr. W. H. Horr and Col. Jas. Keigwin, of Jeffer- sonville. Following these was the hearse containing the re- mains, which were in a casket mounted in silver, and upon the top of which were laid two beautiful anchors and a cross made of the choicest flowers. Then followed the carriages, buggies, omnibuses, men on horseback and footmen. The working men of the ship-yards — Howard's and Barmore's — together with those of the Ohio Falls Car Works and other establishments of Jeffersonville, walked upon each side of the 640 Gould's history of river navigation. procession until they reached tlie ferry docks. The proces- sion moved down Old Market street to Fulton to Chestnut, down Chestnut and thence to the docks, where the ferry- boats Sherley ond Shallcross, lashed together, lay waiting to convey the funeral train across the river to this side. While the procession was moving from the house down Chestnut the children of St. Augustine church joined it, and proceeded with it to the ferry dock. The procession was marshaled by Colonel Jas. Keigwin. When the two ferry-boats were full of people and carriages they pushed away from the dock and steamed down the river, and the dark drapery, the tolling of the bells, the hearse, the sad faces of all on board, made it indeed a solemn picture. The two boats were unable to carry all, so the third ferry boat, Wathen, went back to Jefferson- ville and brought over to this side the remainder of the pro- cession and people. The Sherley and Shallcross landed at the foot of First street, and the procession marched up the hill, followed by those who came over upon the Wathen, and who joined it upon this side of the river. Ever since the unfortunate accident on Saturday a number of men have been dragging the bottom of the river to recover the horse and buggy which were lost when the deceased was drowned. Yesterday when the lashed steamers reached a spot in the river near where the accident occurred the horse and buggy were recovered and brought to shore, near where the body was found. Capt. James Howard was born within a stone's throw of the city of Manchester, England, December 1, 1814. His father emigrated to this country with his family in 1820, and settled in Cincinnati. Being a wool-carder and cloth-dresser, he engaged in the business in the latter city, and James worked with him in a small mill from the time he was eleven years of age until he was tifteen. He was then apprenticed to a steam- boat builder, named William Hartshorn, who now lives in Cincinnati to serve his time at the trade until he was twenty- one years of age. In the year 1835 he commenced life and business without a dollar in the world, but being a good me- chanic — a man of remarkable energy and ability — he soon overcame all obstacles in his way and worked himself up until he became the most famous steamboat builder in the United States With the exception of a few years he spent on the river as an engineer he has uninterruptedly engaged in boat building until the day of his lamentable and sudden death. In 1837 he went to Madison, Ind., and built sixteen boats. In 1844 he returned to Jeffersonville, Ind., where he had re- mained ever since. The business of boat-building grew to be BIOGRAPHICAL. 641 of such vast extent diiiinoj the hitter days of his life that he associated with him in the l)iiiklino: of boats liis younger brother, John, and his (James) son, Edward. The firm then became James Howard & Co., or, as they were as familiarly known, the Howard Brothers. Before he took his brother and son into business, he alone built about fifty steamboats. He and the firm together have built about two hundred and fifty boats, among which may be mentioned the Robert Fulton, Tecumseh, Capitol, James Howard, Ruth, and last but not least, the new or last Robert E. Lee — she being the best and most beautiful of all they ever built. The Howards have built boats of all sizes and classes, and for nearly every river in the South and West, and no man's reputation outranked that of "Uncle Jim's " for a steamboat builder. His family consisted of a wife, three daughters and one son, all married. He had three brothers, Daniel, John and Thomas. All were present yesterday at the funeral, save one married daughter, who recently went to California. James Howard was a man of medium height and g-ood figure. His head was large and long, with a high broad forehead, and all the other features prominent and expressive. In his man- ners he was unassuming, and cordial to all persons. He was strong in purpose and action. The whole energy of an active, comprehensive mind and of an almost tireless physical or- ganization was given to whatever scheme or duty he ever had in view. His battle in life has been no easy one, but he stood true throughout to the principles of honor and integrity, and, having an industry and mechanical knowledge which he has suffered no man in his occupation to excel, he gained both success and distinction. An affectionate and loving wife has lost a noble husband ; children are now fatherless ; brothers are brotheiiess. The poor have lost a friend and the me- chanic a benefactor. He has launched his last boat and got in it alone, And sailed to that beautiful clime, Where angels are waiting to welcome him home, On the banks of the river of Time, He will land by himself in Eternity's port. Then pull the boat out on the shore, And quietly walk through the beautiful Gates, And never come back any more. We trust that some angel will show him the way. That leads to the great throne of Grace Where God, in his mercy, will give him a seat And smile on his time-wrinkled face. If ever a man was true, honest and kind, We think it was old " Uncle Jim," And if God has a home and a crown for good men, He will certainly give them to him. 642 Gould's history of river navigation. EwD. F. Howard. The subject of the sketch and the accompanying portrait is the only representative of the world renowned and popular boat yard known for the last half century as " Howard's Boat Yard," at Jeffersonville, Ind. He is the son' and former partner of the late James Howard, whose lonoj and successful career as the " orreat boat builder of the Mississippi Valley," made his name familiar to all, and honored by all who knew him. To say the mantle has fallen from a worthy sire upon the shoulders of a devoted and worthy son is recognized by all who have had the pleasure of knowing him. BIOGRAPHICAL. 643 His long association in the yard as draughtsman, foreman, and partner has made his name as familiar with the numer- ous patrons of the Howard Brothers as was those of the former partners and his long and well known skill as an expert draughtsman is a sufficient guarantee to all that want fine boats. The honesty and integrity that has so long characterized all transactions of the " Howards" is still a prominent feature under the present management. Up to the present time, January 1st, 1889, there has been built at this yard by the Messrs. Howard, 460 boats of all kinds, principally steamboats, commencing with the side wheel- boat in 1834, Hesperion. To attempt an enumeration even of the larger and finer boats of this immense fleet would transcend the limits of this sketch. The history and national reputation of such boats as the two Ruths, the James Howard, the Robt. E. Lee, the John Cannon, the J. M. White and the large number of Anchor Line boats is sufficient to establish the skill and the genius of this, the largest steamboat yard in the world, so far as the number of boats is concerned. Mr. Howard is a young man in vigorous health, born in 18 — , with perhaps the best location on the Ohio River for a boat yard, with all the modern improvements in boat build- ing, launching, etc., with an ample force of the best me- chanics to perform all contracts at shortest notice. Captain Satmuel Rider. The following obituary notice appeared in a St. Louis paper soon after his decease, written by one who knew and appre- ciated him : — In the death of this well-known and pure-minded gentle- man the community will generally recognize how great the loss to those who knew him intimately, and especially to his own family circle. In an experience of forty years of active life on Western and Southern rivers, occupying the prominent position of master of some of the finest boats navigating them, probably there is no position of civil life better calculated to develop a man's true character, or to aff'ord the public a better oppor- tunity to judge of it. Capt. Rider commenced his career as a boatman in 1844, 644 GOULD S HISTORY OF RIVER NAVIGATION. agreeable to my recollection, and continued it uninterruptedly until 1878. From that time until his death (August 19, 1881) he was an invalid, though not confined to his house but a few days before his death. The disease of which he died (cancer) developed early and made slow but sure progress, indicating to him and his friends the certainty of the result in the near future. But for one who had so often stood at his post on the hurricane deck of a steamer in the terrific storms to which boats are subject in navigating the waters of the Captain Samuel Rider. West from the BaHze to the Upper Missouri, and amidst the iron hail from masked batteries and the deadly aim of sharp- shooters for hundreds of miles along the Lower Mississippi and its tributaries, during the late war, saying nothing about the frequent contacts he had been subject to during seasons of malignant epidemic, cholera and yellow fever, the ap- proaching enemy had no terrors. He had often seen his near approach before, but never shrank from duty to avoid him. % He desired to live for the benefit of his family and friends, and when he realized he could no longer serve them, the at- tractions on the other side of the dark river were sufficient to overcome all the embarrassment he had ever felt in launching his frail bark upon that dark but peaceful stream. BIOGRAPHICAL. 645 In our intimate business relationship of more tlian thirty- years I never knew Capt. Rider to so far forget himself as to speak an unkind or a profane word. He was proverbially kind and generous to a fault, as will be testified to by thou- sands who have known him under all circumstances and in many of the most trying positions. Of his honesty none ever doubted wlio knew him. To one so generally known as Capt. Rider was, it is hardly necessary to refer in detail to the numerous positions he has filled during his river life. I will, however, as a matter of record, report the recollec- tions of some of his old friends, who may feel an interest in reviewing earlier associations, by recalling the name of such boats as occur to me which were built or navigated by him. His first steamboat was the Timolian, built and navi- gated by himself on the Illinois River. The second was the Prairie State, built by him at the same place and for the same trade. Both of these were good boats, well adapted for th# trade for which they were designed, and established unmistak- ably the genius and the enterprise of the builder. After disposing of these boats, he became associated with the St. Louis and Naples Packet Company, in which company he was still a highly esteemed member at the time of his death. During his association with this company he was in command of the following named boats, together with several others, the names of which are not recollected, viz. : — Niagara, Brunette, Time and Tide, Persia, Messenger, Cataract, Belle Gould, Adriatic, John B. Carson, Post Boy, James E. Woodruff, Fannie Lewis, Clara, Walter B. Dance, Alice, Time and Tide No. 2, Wm. J. Lewis, Post Boy No. 2, Marcella, Imperial, Belle of Pike, Empress, Mountaineer, Fannie Lewis, Joe Kinney, Calhoun, Mary Boyd, and Lady Lee. In recalling the names of these boats, pleasant recollections will recur to thousands of passengers and to subordinate officers who have enjoyed the courtesy and kindness of their genial commander, whose memory will live fresh in their recollections among the pleasant things of life. The Captain was raised at Truro, on the bleak shores of Massachusetts Bay, and it was there he received his first lessons in nautical life from his father, who for many years was known as one of the most successful commanders of sail- ing vessels out of New England ports to all parts of the com- mercial world. 646 Gould's history or river navigation. ^ While but a mere stripling of a boy the subject of this im- perfect sketch spent his leisure hours in building and sailing small water-craft on the waters of the bay, and not unfre- quently ventured faroutto sea intishing smacks and coasting vessels of which he was made master in command. His enterprise and ambition soon turned his mind to the then "far West," and, in company with a few friends, he started to seek a fortune in the great Mississippi Valley. After a short residence in Michiofan and Iowa he located in St. Louis, where he remained but a few years and took up a prominent residence at Griggs- ville, Illinois, where he married and continued to live (when at home) in the enjoyment of a fondly-cherished family, which seemed to be the pride and only object for which he lived. He left a family of four daughters and one son, all comfort- ably provided for, and this thought seemed to give him great consolation during his last hours of consciousness. It was in the domestic relations of life that his kindness and genial temperament were best illustrated, and none but those who enjoyed the privilege of that acquaintance can fully appreciate the loss. He passed away at the age of sixty-six years. Born October 31, 1814. E. W. G. St. Louis, August 24, 1881. Commodore W. J. Kountz was born in Columbinna Count}", Ohio, fifty miles below Pittsburgh, on the Ohio Kiver, in 1817. He commenced his river career in 1827, on a keel-boat, owned and commanded by his brother Hiram. He worked as a subordinate until Oc- tober, 1832, when he was appointed captain of the keel-boat Townsman. He continued to hold the positions of captain and pilot of keel-boats till the fall of 1833, when he engaged in business in Wellsville, Ohio. He soon tired of business ashore, and in the spring of 1834, he engaged on coal boats with Zachary Reno and made a trip, as linesman, to New Or- leans. He met an old acquaintance there, and joined him in a trip up the Yazoo River to cut and raft cypress lumber, for the New Orleans market. After arriving at the head of the Yazoo, he campecl out, where he contracted the prevailing diseases of that country, chills and fever, and being dissatisfied with such experiences, he left this wilderness for Louisville, where he engaged as an apprentice on a steamboat to learn en- BIOGRAPHICAL. 647 gineering. When he had mastered this trade he was not satisfied, but in the spring of 1835 he engaged with Johnson Marsh, who was captain of the Patrick Henry, to steer his watch and learn the river as pilot. In 1836 he engaged with Captain Robert Peer to pilot on one of the boats that he con- trolled, and, accordingly, was placed on the steamboat Ara- COMMODORE W. J. KOUNTZ. bian, with Captain Wni. Forsythe. He made one trip from Pittsburgh to Louisville, the boat being destined for St. Louis, and then returned to Pittsburgh, where he took command of the steamer Huntress, and ran her that season from Pitts- burgh to Louisville. In 1837 he ran the Huntress from St. 648 Gould's history of river navigatiox. Louis to Galena and Dubuque, which was then the outside of civilization. He gave up the command of the Huntress in the fall of 1837, and assumed the business of piloting. In the summer of 1838, he piloted three keel-boats from Pittsburgh to Louisville, owned by Wm. Vandegrift, and returned home by stage. In December, 1838, he married a daughter of David McKelvy, of Alleghany town, now city. In the spring of 1839, he again shipped as pilot of the steamer Troy,^Captain Jas. Adams, and having made one trip to the Wabash River and return, he then shipped on the steamer Czar, Captain Wm. Hale. After piloting on [various boats until 1842, he took command of the steamer Galant and ran her from Pittsburgh to Cincinnati, weekly trips, this being the first packet ever in the trade. He quit the river in 1843 and embarked in the grocery business in Alleghany, at which he remained for about 16 months. In 1844 he returned to the river as pilot with Captain John Vandegrift, on the steamer Pinta. He bought one-half of this boat from Clark & Thaw, but sold out in the spring of 1845, and took a position as pilot of the steamer Fulton, employing C. W. Batchellor as an apprentice. The same season he piloted the Prairie Bird, Captain John Vandergrift, with Batchellor accompanying him. He quit the Prairie Bird to take command of the steamer Pilot, the first boat he built. He advised Captain Vandergrift to place Batchellor as pilot of the Prairie Bird, which he did. He commanded the Pilot till the summer of 1846, when he bought the Financier and took command of her. In December, 1846, he bought the New England and took command of her, which boat was selected as the flag vessel of the first fleet ot boats that took troops from Pittsburgh to New Orleans, en route to Mexico, General Wynkoop being first and Col. Sam Black, second in command. He commanded the New England during the winter and spring of 1847. During the 3^ear of 1847, he built the Yankee, bought the Wyoming and Mt. Vernon, and in turn commanded all of them. In 1849, he built the Aaron Hart and commanded her during the season of 1849, when she burned in New Orleans in October. He took command of the steamer Cincinnati in the spring of 1850. He built and took command of the steamer Luella No. 1, in this same year. He lost his wife in 1851 and afterwards married Miss Peninah Weaver. He took command of the Pittsburgh in November, 1851, and contracted for the Crystal Palace in 1852, and took command of her April, 1853. She was the finest steamboat that ever floated on the Western waters. He remained in command of her until 1856, when she was laid up at Pitts- BIOGRAPHICAL. 649 burgh to be dismantled. In 1856 he contracted for the famous steamer, City of Memphis, using the cabin and ma- chinery of the Crystal Palace. It was the largest boat built up to that date. He left Pittsburgh on April 14, 1857, and commanded her with great success until 1858, when he was appointed freight agent of the Illinois Central Railroad at New Orleans, which position he held for one year. He then reassumed command of the City of Memphis, where he re- mained until the commencement of the war. The newspaper which was published daily on this boat was edited by Jas. Kerr, Jr., who was chief clerk on the City of Memphis. Every passenger found on his plate on the breakfast table this newspaper containing the bill of fare, with the events of the past twenty-four hours. He left New Orleans on the day that Fort Sumter was surrendered and arrived at Cairo, where the crew were paid off. The City of Memphis was laid up at Mound City, and he and his family went to Alleghany, their home. He then went to Cincinnati, where Gen. Geo. B. Mc- Clelland was in command of the troops of the State of Ohio, and volunteered his services without compensation to take charge of the river transportation. His services were accepted by McClellan, and at that time he received his title of Com- modore. During the time he was in the service he purchased all the steamboats that were converted into gunboats, and also many other boats for transports, and occupied that position until the fall of 1861, when by order of Gen. McClellan, he was sent to St. Louis to take charge of river transportation there, and was ordered from there to Cairo, and from Cairo to Paducah. He resigned his commission, Avhich was accepted April 1, 1862. He then took command of the City of Memphis until he sold her to John Bofinger and others in the fall of 1862. This ended his active service as steamboat captain. He them bought the Eanny Bullett and Prairie Rose, and had then run in the government service. In 1863 he engaged in the banking business at Pittsburgh, the firm name being Kountz & Martz. In 1863 he built the steamer Carrie and in 1864 built the Katie. In 1865 built Luella No. 2 and bought the Nevada and Steven Bayard. In 1866 he bought the Urilda and Alleghany Belle No. 4. In 1864 retired from the banking business. In 1866 built the W. H. Osborn. In 1867 built Ida Stockdale and bought the Leni Leoti. In 1868 built the Peninah No. 1 and the Andrew Ackley. In 1869 built the Carrie V. Kountz, which burned on her first trip at St. Louis. Built Carrie V. Kountz No. 2 the same year. In 1870 built 650 Gould's history of river navigation. the MoUie Moore, Henry C. Yeager and rebuilt the Foii- tenell; 1871 built the John F. ToUe, May Lowry and Katie P. Kountz. In 1875 built the C. W. Meade. In 1879 built the Peniuah No. 2 and the E. O. Stanard. In 1877 built the General Custer. In 1878 built the J. B. M. Kehlor, General D. H. Rucker, General Tompkins and John D. Scully. He organized the Steamboat Captains' Benevolent Associa- tion of New Orleans in 1858. Also the Auxiliary Association in St. Louis, Cincinnati, Louisville and Pittsburgh. He held the position of President of the Pittsburgh, Alleghany and Manchester Passenger Railway Co. from 1866 to 1884; with eighteen years under his management the road was a great suc- cess. He has built, owned and controlled more steamboats than any other man on Western and Southern rivers. And after a life of almost unrequiting hard labor, he is now enjoying his much deserved rest, at his home in Alleghany surrounded by a very devoted family. [Communicated.] Captain R. C. Gray was born in Alleghany City, Pennsylvania, on Septem- ber 24th, 1822, and died at Fifth Avenue Hotel, New York, on May 28th, 1888. When he was quite, young he went to St. Louis, Missouri, and was engaged with Collier, Pettis & Co. in the wholesale grocery business, and was there two or three years. Then he went as one of the clerks on the steamer Louisville running between St. Louis and New Orleans, and then returned to his old home in Alleghany Cit}'. In 1841 he w^ent on the river with his brother, U. C. Gray, one of the clerks of the steamer Lehigh, and ran from Pitts- burgh to St. Louis and New Orleans, and in 1842 his brother U. C. Gray took command of the steamer Evaline and R. C. Gray went with him as clerk. In 1843 he went on the steamer Alleghany with Captain William Dean as clerk, running be- tween Pittsburgh and St. Louis, for one season, and then he bought Captain Dean's interest and took command of the steamer Alleghany and ran here in the packet line between Pittsburgh and Cincinnati. In 1847 he built the steamer Penn- sylvania and took charge of her and run her from Pittsburgh to St. Louis for a few years ; sold her and built the Paul Ander- son and run her from Pittsburgh to St. Louis and New Orleans. Then in 1856 he built the steamer Denmark and took her to St. Louis and run her between St. Louis and St. Paul, as one BIOGRAPHICAL. 651 ot the boats forming the line between St. Louis and St. Paul. He also built the steamers Sam Young, Latrobe, and Altoona, for low water boats between Pittsburgh and Cincinnati, to connect with Pennsylvania Railroad. In 1860 he built the steamer Hawkeye State at Pittsburgh and took her to St, Louis and with the Denmark and Hawkeye State, in connection with steamer Canada, owned and commanded by Captain James Ward, Steamer Pembina, owned and commanded by Captain Captain R. C. Gray. Thomas Griffith, and other steamers, they organized the Northern Line Packet Co. running between St. Louis and St. Paul. He then built for the same line the steamers Burling- ton, Muscatine, Davenport, Minneapolis, Dubuque, Minnesota, DanHine and Lake Superior. In 1863 he, in connection with Captain M. W. Beltzhoover, established Gray's Iron Line steamers Little Giant and Rover, and then building the Ironsides, Iron Mountain, Iron Age, Iron Duke and Resolute. These boats were engaged in towing 652 GOULD S HISTORY OF RIVER NAVIGATION. barges transporting iron and steel rails and Pittsburgh's manufactured articles on them from Pittsburgh to points on the Ohio and Mississippi River and tributaries, and iron ore on their return trips. At the time of Captain Gray's death, he was president of the People's National Bank, Pittsburgh, and a director of the Key- stone Bank and also director of the Boatman's Insurance Co., and M. and M. Insurance Co. and of the Pittsburgh Alleghany and Manchester Passenger Railway and of the Alleghany General Hospital and largely interested in the Black Diamond Steel Works." None knew Captain Gray but to honor and admire his no- bility of character and his genial sympathizing nature. His record illustrates his enterprise, and those who knew him well, will bear willing testimony to his benevolence, of which he has left the best possible proof, in the liberal contri- bution for the support of the Alleghany General Hospital, as well as the many previous contributions to that and many other worthy objects of charity. He was unostentatious and retiring and only those who knew him well could appreciate the quiet, genial exuberance of his nature. He was firm and prsevering in his purposes and the large fortune he left abundantly proves the sagacity of his perceptions. Among all the old boatmen who have launched their barges and spread their sails on the broad waters of eternity, I know of none that have left better evidence of their ability to safely and successfully resume and conduct the voyage which awaits all mariners who weigh anchor and cross the dark river. Capt. Gray never married, but was a great admirer of la- dies, and very popular with all and a genial companion. He passed away at the age of 66, mourned by all who knew his many virtues. Captaik Gray's Ikon Line of Barges. BIOGRAPHICAL. 653 L. T. Belt. The subject of this sketch was born March 19, 1825, in St. Clair County, Illinois, on the spot where now stands the town of Lebanon. His father, Horatio N. Belt, was born near Bal- timore, Md., 1796, fought in the war of 1812, and took part in the battle of New Orleans under Gen. Andrew Jackson ; went to St. Clair County, Illinois, in 1819. The mother of L. T. Belt, Mary Jane AVest, born in South Carolina in 1805, moved to St. Clair County, Illinois, in 1822. L. T. B.'S CAREER. Early years passed on a farm, where he acquired habits of industry and economy, attending him through life. River ex- perience commenced in 1840 on Illinois River, " keel-boat- ing; commenced steamboating in 1845 on steamer " Tioga. In 1847, he and his brother, Francis T. Belt, purchased the steamer Planter, running her in the St. Louis and New Orleans 654 Gould's history of river navigation. trade. Her boilers exploded February 3, 1848, at Twelve-mile Island, Illinois River, killing or wounding most of her passen- gers and officers. Both owners were badly injured. Upon re- covering they rebuilt this boat. She was afterwards blown to pieces by a hurricane while lying up at St. Louis. In January, 1850, Capt. Belt was married to Miss Elizabeth W. Wolff of St. Louis, sister of M. A. Wolff, the noted real es- tate agent, and of Geo. C. Wolff, the most widely known steamboatraan of his time. In 1852 and 1853 Capt. Belt was engaged in merchandising in the town of Fieldon, Illinois. He then became connected with the Kingston Coal Co., on the Illinois River, having charge of the transportation from LaSalle to St. Louis. After engaging in many enterprises, covering a long period, he became President of the St. Louis and Illinois River Packet Company. In 1879 he entered the Bayou Teche trade, Louisiana, with the steamer Jno. M. Chambers. He has remained identified with that trade up to the present time, being now President and Superintendent of the New Orleans and Bayou Teche Packet Company. His last and best boat, the steamer Teche, is the most complete boat of her class in the South. During his busy career, Capt. Belt has served, either as clerk, pilot, mas- ter or owner of the following boats : Tioga, Planter, Kings- ton, Movestar, Saluda, Ocean Wave, Challenge, Mary C., Americus, Sam Gaty, City of Pekin, Brazil, Beardstown, La- Salle, Belle of Alton, Illinois, Tyrone, Isabel, Utah, Walter B. Dance, Post Boy, Arabian, Iowa, Lady Lee, George C. Wolff, City of Memphis, Edward Walsh, Olive Branch, Lady Gay, Glencoe, Cornelia, Atlantic, P. W. Strader, Jas. H. Whitelaw, J. M. Chambers, Key West, Ashland, Sunbeam and Teche. Capt. B. served from 1873 to 1876 as County Treas- urer of St. Louis, Missouri. Besides his steamboat interest, he is engaged in the coal business, being senior member of the firm of L. T. Belt & Co. Has not been out of active busi- ness a day in forty-five years, has lost only twenty-seven days from sickness, and no man of his age is better preserved, men tally and physically. Was one of eight brothers and four sis- ters, of whom four brothers and one sister are living. Filial affection is a strong trait with Capt. B. For the twenty years previous to her death he never, but once, no matter how great the distance, failed to visit his aged mother on her birthday. Is an active and honored member of the M. E. Church South, being President of the Board of Trustees, member of the Board of Stewards, and Superintendent of the Sabbath-school in Rayne Memorial Church, New Orleans. BIOGRAPHICAL. 655 Claiborne Greene Wolff, familiarly called *' George " by his friends, was born at Louis- ville, Ky., March 17th, 1829. He was the son of Abraham Wolff, a native of London, England, and of Susan Franklin, of Louisville, Ky. The subject of this sketch was one of three brothers, and four sisters. The only surviving brother is Marcus A. Wolff, of St. Louis. The four sisters, Mrs. James Hurley and Mrs. Josie Page, of St. Louis ; Mrs. George H. Lee, of San Francisco, and Mrs. L. T. Belt, of New Orleans, are all living at this time (1889). From his earliest years, Mr. Wolff evinced a predilection for " the river," and this fondness for river pursuits followed him through life. He began his river career when a mere youth, and being faithful and efficient, his services were in constant demand. In 1848 656 Gould's history of river navigation. he served as pantryman on the famous steamboat Convoy, commanded by Captahi, afterwards Commodore, C. K. Garri- son. Mr. Wolff ahvays aUuded to this with pardonable pride. He left the hitter position to accept that of steward on the ill- fated steamer Planter, where he remained until the vessel was wrecked by a storm in the summer of 1851. Mr. Wolff was one of the officers of the Ocean Spray, on the occasion of her celebrated race with the fleet Hannibal City. When the Ocean Spray took flre above St. Louis, atBissell's Point, and burned to the water's edge, and a large number of lives were lost, Mr. WoHf proved himself a true hero, and, aided by his great swim- ming powers, he rescued many persons fi^pm what seemed certain death. He afterwards became associated with the lUinoisKiver Packet Co., and remained with it until its dissolution. While he was with this company the steamer Geo. C. Wolff, named after him, was built and equipped under his supervision. In 1861 he formed a copartnership with Mr. Geo. A. Hynes, of St. Louis, under the firm name of Wolff' & Hynes, liquor dealers. This house transacted an enormous business at one time, owning the " bars " or thirty boats, including all those of the celebrated Atlantic and Mississippi S. S. Co.'s Line. Several years before his death Mr. Wolff's health became impaired. Accompanied by his faithful brother " Mark," he passed one season in Colorado, in hope that the invigorating climate of that region would effect a cure. The insidious disease, consumption, could only be checked, however, and on October 18th, 1881, there passed away one of the bravest and gentlest spirits the world has ever known, at the age of 52, leaving a widow and one married daughter. Mr. Wolff was a remarkable man in many ways. His memory was remarkable, and his mind was filled with steam- boat statistics and reminiscences sufficient to fill volumes. Self-sacrificing to a fault, he never spared himself when a Sfood deed was to be done. His hio-hest delight was in alle- viatingthe sorrows of others, while his own misfortunes were endured in silence. He was literally the poor man's friend. His great heart was easily moved to sympathy, and distress never appealed to him in vain. He was a consistent member of the Baptist Church, and died in the full belief of a blessed immortality. He sleeps amid the peaceful shades of Bellefontaine Ceme- ter}', St. Louis, and his ashes repose beneath a monument erected by his many friends. Carved thereon, in endurmg marble, is the representation of a Mississippi River steamboat, fitting symbol of his chosen and idolized vocation. Surely the world is better for his bavins^ lived. BIOGRAPHICAL. 657 i2 658 Gould's history of river navigation. Captain James Dozier. Capt. James Dozier was born in Nash County, N. C, Jan. 7, 1806, the son of Thomas Dozier, and descended from an old and well-known Virginia family. Of Capt. Dozier's boy- hood little is recorded, but that he was of a stirring and ad- venturous spirit may be inferred from the fact that when but eighteen years old he migrated to the West, his only attendant beino- Peter, a negro boy, whom his father had given him. The journey, which was undertaken by land, was a toilsome one, there being no railroads then, and only a few primitive steamboats. He settled near Paris, Tenn., where, after a short season spent in farming, he commenced the mercantile business in a small way, and followed this pursuit several years with excellent success, having gained the confidence of all with whom he came in contact. BIOGRAPHICAL. ()59 III 1826, Mr. Dozier married Miss Mary A. Dudgeon, the daughter of John Dudgeon, originally of Virginia, but later of near Lexington, Ky., where most of his family were born. In 1828, accompanied by his father-in-law and family, and two other families of that neighborhood, he emigrated to Missouri, settling in the upper part of St. Louis County, near the Vir- ginia settlement of the Tylers and Colemans, families whose descendants are among the leading people of that locality. HereCapt. Dozier and Mr. Dudgeon, his father-in-law, leased the old McAllister tan-yard, and operated it with success for some years, when Capt. Dozier retired and resumed the mer- cantile business. He continued in this employment for a few years, and finally removed to the north side of the Missouri River, into St. Charles County, where he lived for many years. Here he laid the foundation of his subsequent fortune, con- ducting a flourishing business as a merchant and farmer, and became one of the leading men of that region. By frugality and industry he accumulated a large estate, consisting of lands, stock, etc., and in doing so was greatly aided by the most es- timable of wives, of whom it was justly said that " she was a bee that brought a good deal of honey to that hive." In 1844, Mr. Dozier engaged in the steamboat business, and owned and operated successively the Warsaw, Lake of the Woods, St. Louis Oak, Cora, Mary Blane, and Elvira (a boat of much reputation in her day, and named for his second daughter). Later, he or his sons owned the Rowena, Thomas E. Tutt, Mollie Dozier, etc. There are doubtless many old steamboatmen yet living in whom the mention of the names of these vessels will awaken the most interesting recollections. Those were the palmy days of steamboating on the Missouri River, and the vessels owned by Capt. Dozier made his name widely known along that stream and its tributaries, and every- where respected as a synonym of all that was honest and straightforward. He was a contemporary and acquaintance of Capts. Roe, Throckmorton, La Barge, Eaton, Kaiser, and others, most of whom he survived. In 1854, Capt. Dozier retired from the river to his country home, where he built a fine residence near the river bank. A more beautiful place or a better improved farm, or rather set of farms, could, perhaps, not have been found on the Missouri River than that of Capt. Dozier, at " Dozier's Landing." His house was ever open to his friends and neighbors, and for the twenty years he lived in St. Charles County was seldom without some visitors. His charities to the poor and orphans were of the most generous character, and his house at times 660 Gould's history of eiver navigation. was the home of many unfortunates. In his numerous bene- factions he was wholly free from ostentation, and the world never knew of most of his deeds of benevolence. Capt. Dozier was an owner of slaves, but a kind and thoughtful master. Immediately after the war he removed to St. Louis, and in 1867 formed a partnership with the long-established and well known baker, Joseph Garneau, in the bakery business. In 1872 this firm was dissolved, and Capt. Dozier then founded the present large baking establishment of the Dozier-Weyl Cracker Company, than which perhaps no manufacturing es- tablishment in America is better known, it being probably the largest cracker-factory in the world. Capt. Dozier died July 15, 1878, after but a few hour's illness. For more than twenty years he had been a con- sistent member of the Methodist Episcopal Church South, and enjoyed the confidence and respect of the members of that communion, by whom his counsels were prized and his ex- ample is held in affectionate remembrance. As a citizen, he stood very high, yet his real worth was appreciated only by those who knew him intimately, for his nature was reserved, and while his friends embraced all with whom he was ever brought into business or social relations, comparatively few were privileged to thoroughlj^ know and comprehend his char- acter. As a business man, though reticent, he was quick to decide and equally quick to act, and his judgment was clear and seldom at fault. Consequently he left to his family a good heritage, the accumulation of a lifetime of economy and upright dealing, but he bequeathed also what they prize far more, the life record of a good citizen, a loving husband, and a wise and tender father. Henry A. Ealer. New Orleans, March 24, 1889. Captain E. W. Gould, St. Louis, Mo.: Please find enclosed memorandum of names of the princi- pal steamboats I have been engaged on as master or pilot since my connection with the waters of the Mississippi Valley. I was born in Allentown, Pennsylvania, in 1820. At the age of twelve I sailed from Baltimore for Rio Janerio, on the brig Sultan, with Capt. Willis. Returning from there in the spring of 1835, 1 went to St. Louis and shipped on the steam- boat John Nelson, with Capt. John P. Moore. Subsequently, BIOGRAPHICAL. 661 Capt. John Carlisle took command of the boat, and I made an arrangement with him to learn to be a pilot to New Orleans. In 1839 I commenced standing a watch in the New Orleans trade. In 1841 I was promoted to the captancy of the steamer Telegraph. Later on I was pilot on the Alton, with Capt. John Simonds ; on the Boonslick, with Capt. John R. Shaw; on the Maid Henry A. Ealek. of Orleans and the Harry of the West, with Capt. Van Houtan; on the Algonquin, with Capt. Hiram Kountz ; Alex Scott, Capt. John C. Swan ; Express Mail, Capt. Wm. Kountz; Convoy, Capt. C. K. Garrison; Joan of Arc, Bulletin and John Simonds, with Capt. C. B. Church; Duke of Orleans, with Capt. Holmes; Pawnee and High- lander, with Capt. E. H. Gleim. 662 Gould's history of river navigation. I was master of the sinizle engine steamer St. Louis, then on the Eudora, then on the Princeton, in the New Orleans and Ouachita River trade. In 1851 I built the H. D. Bacon, and in 1856 the steamer Planet and J. H. Oo^lesb}'. Subsequently I resumed piloting, and have been pilot on more than one hundred different steamboats during my expe- rience. The Wyoming, Capt. Henry Keath, was the last boat I was engaged on in the capacity of a pilot. I shall never forget the many pleasant years I have spent on the Mississippi River and its tributaries, nor the many genial officers of steamboats who it has been my privilege to associ- ate with in all these long years. I must not forget to say I was pilot on one of Admiral Far- agut's gunboats that went up the Mississippi above Vicksburg, drawing eighteen feet of water, in 1862. Trusting my recollections may awaken pleasant reminis- cences in the minds of some of your readers I remain yours truly, Henry A. Ealer. P. S. — Inclosed please find my photo which, if agreeable, I should like inserted in your forthcoming work. H. A.E. Captain James Ward was born at Southerly, Norfolk County, England, on the 22 of December, 1814. His father was a boatman in the native place of the subject of this sketch. His mother's maiden name was Hannah Porter. The early life of James presented but few advantages and to his own exertions, his habits of industry and strict integrity may be attributed his success in life. To-day one of the prosperous merchants of St. Louis, hon- ored and respected by his acquaintances, he stands deservedly high as a self-made man. He had but a small share of school advantages, and at the age of 12 was put to work in the ship- yard at Southerly, to learn boat-building with his elder brother. Here he remained nine years, when he emigrated to Amer- ica, landing in New York, May 1st, 1836. He went to Brownsville, Penn., and worked in the ship yard until Sep- tember 1837, when he shipped on the steamboat Fayette, as carpenter, where he continued in the Pittsburgh and Louisville BIOGRAPHICAL. 663 trade until the mitldle of the next summer, when he went to Wheeling, Virginia, veiwing the lower trade as better suited to his business, and as offering better facilities for rising in the world. Mr. Ward moved to St. Louis in November, 1838, and settled there. He first worked at his trade in the ship-yard, and after- wards shipped on the steamer lone as carpenter. Captain James Ward. He subsequently worked in the same capacity on the steamer Amaranth, until the fall of 1843. '^In the spring of 1844, in company with Hiram Berzie, Wm. Cupps, and James Megan, he built the steamer St. Croix and ran her in the Galena trade until 1847, serving all that time as mate. * He then sold his interest in her and with two others, built the steamer St. Peters and ran her in the Galena and 664 Gould's history of river navigation. Dubuque trade. After the first year he served as captain and built up considerable reputation as an officer of first-class ad- ministrative ability. This steamer was burned at the levee in St. Louis in the great fire of 1849. That fall he purchased the steamer Financier and that winter bought and com- manded the steamer Excelsior in the St. Louis and St. Paul trade until the fall of 1855. Selling her, he was captain on the York State, the same season but traded her for the Connestoga for the same trade in 1857. The same summer he built two steamers, the Canada and the Pembina, at Pittsburgh, himself filling the position as captain on the Canada. These steamers he put in the same trade in 1858, and thus made the nucleus of the Northern Line Packet Co., whose boats ran from St. Louis to St. Paul. For the immense trade that has sprung up from this be- ginning, and which has so materially added to the commercial prosperity of St. Louis, that city is indebted to Capt. Ward. The directors were Thos. H. Griffith, Darins, Hunkins, K. C. Gray, T. B. Ehodes, Thos. Gordon, J. W. Parker, all being owners. At this time they owned the Denmark, Heniy Clay, Metro- politan, Wm. S. Ewing, Minnesota Belle, Hawkeye State, and Sucker State, and run three boats per week from St. Louis. The Northern Line Packet Co. was organized under the laws of Illinois, in 1860, and had its principal office at East St. Louis, with a capital stock of $300,000. They then pur- chased boats enough to make a daily line. For the first three years Capt. Ward acted as president of the line. Subsequently he was superintendent. In 1868-69 he was again elected president, but soon after sold his stock, and retired from the river, and engaged in the ship chanderling business in St. Louis, in company with his son and another gentleman, under the firm name of Ward & Brady, where they still carry on an extensive business in the same line. Capt. Ward congratulates himself upon the fact that in his long experience as master of many steamboats, no lives were lost, and but one boat, which was burned in the great fire in St. Louis in 1849. He has for many years been an active Mason and a member in good standing in the order of Knights Templar. In 1847 he married Miss Annie Johnston, of St. Louis, whose parents emigrated from Ireland at an early day, and settled ther-e. They have five ehildren, viz. : Hannah, now Mrs. Wm. H. Owings ; Thomas H., now engaged in business BIOGRAPHICAL. 665 with his father; Mary E., Liilie H., and Ella 8. now living with their parents in St. Louis. Capt. Ward has never been an active politician, but his sympathies are with the Democratic party, to whose princi- l^als he still adheres. He was raised in the Episcopal church and still associates with that denomination as a member in good standing. BuRRis D. Wood. [Communicated.] Capt. Burr. D. Wood was born in Pittsburgh, March 15, 1836. His father, Jonathan H. Wood, being a prominent boat-builder of that city, whose death occurred in 1849. The mother, Mrs. Wood, a grand old lady, is still living in the homestead at Pittsburgh at the age of 75 years. Capt. Wood 666 Gould's history of riveh navigation. has five brothers, John A., the wealthy coal operator of Pitts- burgh; James O., associated in business with him ; Jonathan H., a prominent tow-boatman ; David D., w^ho is blind, and W. Murph, in charge of a large tug and coal fleet in the New Or- leans harbor. Capt. B. D. Wood, at 16 years, was ap- prenticed to a nail manufacturer, which trade he worked at for 13 years. In 1866 he went to New Orleans to establish the coal business, and in 1871 had established the firm of B. D. Wood & Bros., with a branch house at Baton Rouge, La. At this time, Capt. Wood is at the head of a large and flourish- ing coal business, with a branch house at Plaquemine, La., nnder the name of B. D. Wood & Sons, his sons. Will H. and Elmer E., being associated with him in business. Capt. Wood is the chairman of the executive committee on the im- provement of the Western water-ways, and was the moving spirit of the river improvement conventions held at St. Louis, New Orleans, St. Paul, Washington, D. C, Kansas City and Memphis, and in'furtherance of the objects of which has ap- peared frequently before the committees of the United States Senate and House, to urge the propriety and necessity of ap- propriations for the improvements of rivers and harbors. Capt. Wood is also a member of the river improvement committee of the New Orleans Cotton Exchange and of the Board of Trade. He is also the first vice-president of the National Board of Steam Navigation, and has been diligent and conspicuous in the workings of that board. He was a member of the finance committee of the World's Industrial and Cotton Centennial Exposition of 1885, and Director-General of the North, South and Central Americas Exposition. Capt. Wood has been mar- ried twice, his first wife, deceased, was Miss Minnie Widney, daughter of the late Charles Widney, of Pittsburgh ; his second wife, to whom he was married in 1877, was Miss Emma Phillips, daughter of Henry H. Phillips, a prominent citizen of Pennsylvania, who died at Baton Rouge in 1878. Mrs. Wood's untiring energy, intelligence, and refinement are always prominent in works of charity and temperance. She is the vice-president of the Woman's Christian Temper- ance Union, also one of the board of managers of the Christian Woman's Exchange, and of the Woman's Memorial Home. Capt. Wood is distinctly a self-made man, of high standing as a Mason, and who by his energy, integrity, man- liness, genial warmth of nature, spirit of enterprise, and a studied regard for the prosperity of the city of his adoption, has become the center of a host of prominent river and business men of New Orleans. BIOGRAPHICAL,. 667 Capt. T. p. Leathers. [From New Orleans Picayune, Dec, 1888.] Captain Thomas P. Leathers was born in Kenton county, Ky., on May 24, 1816. He was the fourth son of a family of five boys and four girls. His father, John Leathers, one of the pioneers of Kentucky, was for years a tobacconist and farmer in Kenton county, five miles from the Ohio river, and owned a number of slaves. Captain Leathers formed a liking for the river at an early age, and in 1836 he commenced his successful river career with his brother, Captain John Leathers, as mate on the Ya- 668 gould"s history of river navigation. zoo river steamer Sunflower, which position he held until 1840. He and his brother then built the Princess No. 1 and ran her in the Yazoo Eiver trade, and later in the New Orleans, Natchez and Vicksburg trade. They then built the steamers Princess Nos. 2 and 3 for the same trade and ran them with great success for several years. In 1845 Captain T. P. Leath- ers built the first of the series of steamers Natchez at the mouth of Crawfish bayou, the hull by S. W. Hartshorne and the machinery by Anthony Harkness. She was a very fast two-boiler boat, with 20-inch cylinders, 8 feet stroke. This boat he ran in the New Orleans and Vicksburg trade as a Sat- urday packet until 1848, when finding that the increase of business demanded a larger boat, he sold her to Captain John Pierce. He then contracted with Burton Hazen of Cincinnati for the the Natchez No. 2. This boat had 3 boilers and 24-inch cylinders, with 8 feet stroke, and also proved very fast. Captain Leathers ran the second Natchez until 1852, when he sold her and contracted with Cincinnati parties for a much larger and finer boat, the Natchez No. 3. She had 6 boilers and 34-inch cylinders, with 9 feet stroke, and had a carrying capacity of 4,000 bales of cotton. The career of the Natchez No. 3 was very short, as she had run only six weeks when she burned in February, 1853, during the great fire at the wharf in front of this city, which originated on the Belcher and de- stroyed some ten or twelve boats. Captain Leathers' brother James was asleep in the texas of the Natchez at the time the fire broke out and perished in the flames. Soon after the destruction of the Natchez No. 3 Captain Leathers proceeded to Cincinnati and built the Natchez No. 4, a 6-boiler boat with 34-inch cylinders, 9 feet stroke. She had a capacity of 4,400 bales. The No. 4 Captain Leathers ran successfully until 1859, when he built at Cincinnati the Natchez No. 5, with the same power and a capacity of 5,000 bales of cotton. She was also very fast, and ran up to the eve of the surrender of New Orleans, when she was taken to the Yazoo River and was destroyed by the Confederates at Honey Island, 150 miles above Yazoo City. Captain Buchanan, after the war, wrecked what remained of this steamer, under instruc- tions of Captain James B. Eads, and for which Captain Leath- ers got judgment against Captain Eads for $20,000. The money, however, he failed to collect. During the war Captain Leathers remained away from the river. After the declaration of peace and the resumption of BIOGRAPHICAL. (JG9 business Captain Leathers became interested successively in the Magenta and General Quitman, and ran them in the New Orleans and Vicksburg trade. The Quitman sunk in 1868 at Morgan's Landing. On top of the pilot-house of the steamer Quitman was a statue of General Quitman, which was saved from the wreck and now stands on the warehouse at New Texas Landing, a monument to the memory of the faithful craft. The steamer Magenta was destroyed by fire at this city while in charge of Captain J. Stut Neal. Captain Leathers, in 1869, built the Natchez No. 6. Her hull was constructed by the Cincinnati Marine Ways, cabin by Elias Ealer, boilers by C. T. Dumont and machinery by the Niles works. She had eight boilers and 34-inch cylinders, 10 feet stroke, and had a capacity of 5,500 bales. During her career of nine and a half years in the New Orleans and Vicks- burg trade she made 401 trips without an accident causing a single loss of life. This steamer was made famous by her great race with the steamer Robert E. Lee from New Orleans to St. Louis. In 1879, the present steamer Natchez, which is the seventh of that name built by Captain Leathers, was launched at Cin- cinnati, and is one of the most substantial and elegant steam- ers ever constructed for the Western or Southern waters, and is reputed to be the fastest on the Mississippi River. Her dir mensions are : length, 303i feet : beam 46i feet ; depth of hold, 10 feet. She has eight steel boilers 36 feet long and 43 inches in diameter, containing two flues each, 15| inches in diameter. Her cylinders are 34 inches in diameter, with 10 feet stroke. Her boilers and machinery were furnished by C. T. Dumont. She has a carrying capacity of about 6,000 bales of cotton. This boat Captain Leathers ran successfully until about two years ago, when he laid her up owing to the falling off of river business, and built the steamer T. P. Leathers, a stern-wheel boat, to take her place as a Saturday packet in the Vickburg trade. The T. P. Leathers is a 4500- bale boat and the fastest of her inches afloat. At the com- mencement of the busy season this year Captain Leathers, finding that the prospects were good for a fine trade, again started the Natchez out, and now has her running as a Tues- day packet to Greenville, the T. P. Leathers leaving here every Saturday for Vicksburg. Captain Leathers for many years has been considered au- thority on all river matters, and his counsel has frequently been sought after by prominent men in the country. In 670 Gould's history of river navigation. 1874 he appeared before the committee oii waterways in Washinpfton, D. C, in 1875 before the senate committee, and in 1882 before the commerce committee, on which occasions his views on river improvements were asked and given. At the waterways convention, held in this city during the late ex- position, Captain Leathers also made a lengthy speech on the improvement of rivers. Captain Leathers is over 6 feet in height and large in proportion, and though carrying the weight of over three score and ten winters, is still hale and hearty and looks good for many more years of usefulness. Nine Steamers Named Natchez. The first steamboat named Natchez was built in New York in 1823 for the New Orleans and Natchez trade, where she con- tinued to run until 1832. She had a low pressure engine of the "VVatt & Burton type, with walking beam and condenser. She measured 366 tons. She was commanded by Captain H. S. Buckner, of New Orleans. The second boat called Natchez was also built in New York. She was a regular sea-going boat, intended to run between that city and Natchez. She was built in 1836 and partially owned in Natchez, but proved to be too heavy draught for the trade and was finally sold to the Brazilian government and converted into a war steamer, for which she was better adapted. This writer recollects finding her aground at Natch- ez Island on one occasion drawing 12 feet, which was more water than there was at that ])oint. After working to relieve her several hours with the steamer Knickerbocker, we pro- duced no more effect than an ordinary tug boat would on the Great Eastern and left in disgust. She was subsequently lighted off and retired from the trade. The third Natchez was built by Captain Leathers in 1845, who subsequently built six others. The last, or ninth one, sunk at Lake Providence, in Feb- ruarv, 1889. ONE OF THE FASTEST. 671 672 gould's history of river navigation. Captain Joseph Brown. St. Louis, Mo., April, 1889. Captain E. IF. Gould: My Dear Sir — I have your favor of the 19th inst, sug- gesting that I write for your forthcoming book, some of my experiences as a riverman. I would willingly do anything in my power to assist you in your undertaking, but whether I shall be able to interest the general reader is the question. However, at the risk of being thought egotistical, I will give a short outline of my early interest in, and subsequent connection with steamboating on the Mississippi River. In 1834 my father moved West to St. Louis, bringing my- self, then quite a small boy, with several other children ; but not liking St. Louis, it being situated then in a slave State, and as Alton was at that time a rival of St. Louis, he moved there, taking me, of course, along with the family. I early developed a great taste for the river, and though a small boy, spent much of my time on the wharf, noticing the boats, and their comings and goings. At that time Alton was considered the head of navigation for New Orleans boats, and in some cases the upper river boats stopped at Alton and went back to Galena and other points without going to St. Louis at all, some of the New Orleans boats, as well as some of the up river boats, belonging exclusively to Alton. Nearly all the boats at that time had but one engine and no docter (so called) but pumped the water into the boilers with a pump attached to the main engine, which, when the boat was lying at the bank, the water wheels had to be unshipped, so as to let the engine work the pump, without moving the wheels while the boat was at the wharf; and it was this troublesome way of supplying water into the boilers together with the unchecked amount of steam carried that caused so many explosions. At that time, say from 1836 to 1840, all traffic and travel was carried on by boat, there being no railroads in the West, and but one or two in the East, consequently the boats were generally crowded with freight and passengers, and particularly, as the largest boats of that day only carried about four or live hundred tons, and the cabin, if they had any, was on the main deck, and aft of the shaft back at the stern, and I can well re- member when the first upper cabin steamers were built, that BIOGRAPHICAL. 673 they were advertised as "the splendid upper cabiri steamers," &c. About that time, and while I was still a boy, every boat had, or gave out from the escapement of its steam, its own pecu- liar sound, and taking the deep interest in them that I did, I could tell the name of nearly any boat in the night by the Captain Joseph Brown. sound of the escapement. At that time there were no whistles and no government regulations for boats meeting each other, though the bell was unsatisfactorily used to designate which side each boat wanted to take, and there was even a time when that was not used. I remember in the years 1836-7, when still a boy, and alive to all that pertained to steamboats, that two steamers more 43 674 Gould's history of river navigation. particularly attracted my attention. One was the Paul Jones, and the other the Champion. The latter was a low-pressure steamer with a walking-beam engine, and as she would near the landing one of her firemen would mount the walking- beam and with a flag in his hand would wave it to the admir- ing crowd. I then thought if I could ever be in that man's place I would be the biggest man in the town. The first steamer I became interested in was the Luella, a small boat only 100 feet long, but with an engine in her that had belonged to, or been in a New Orleans boat, and as the power was quite large for the Luella, it made her very fast, so that she was the fastest boat of her day running above St. Louis. While interested in her, an opposition boat was put in the Alton and St. Louis trade against her, and the result was that the price of passage was put down by the Luella company from seventy-five cents each way to ten cents for twenty-five miles, with supper coming up. That state of things lasted nine mouths, loosing a good deal of money by both parties, when a compromise was effected, and in a short time the far famed Altona was built. I made the contracts and superintended the building or her, and when it was time to decide how much boiler power she was to have, the foundry men and engine builders said four boilers would make her the fastest boat above St. Louis. I said put in one more and make her the fastest boat on the river, and she was. I have landed her several times from Alton to St. Louis (25 miles) from wharf to wharf in fifty-six minutes, and she made the trip from St. Louis to Alton, against a five-mile current, in one hour and thirty-seven minutes, time that has never been beaten, and as there are now government restrictions on the amount of steam carried, her time never will be beaten. I made it a point to run the steamer Altona from St. Louis to Alton just as long (in winter) as the ice floated, and often while the St. Louis ferry-boats were tied to the bank, and when no boat was arriving or leavius St. Louis but herself; and the result was, she paid for herself in just one year, at which time the Chicago & Alton Railroad purchased her at her original cost and run her in connection with that road, which then terminated at Alton. It would be hardly worth while to go into an account of all the steamers I have run, built, or been interested in, but among the most pleasurable trades that I ever ran in were the St. Louis & Keokuk and St. Louis & New Orleans trades. There was, during those BIOGRAPHICAL. 675 years that I steamboated, not only a profit but a pleasure, — an exhilaration in the business, a constant change of scene, of faces and circumstances, and 1 knew then of nothing more ex- hihirating, or more enjoyable than to run one of the finest and fastest steamers on the Mississippi River. AVhen, after a day or two's laborious work on the levee, probably in the broiling sun, I knew of no greater pleasure than to see the boat headed up stream with a good cargo and a full register of passengers and to stand on the hurricane roof and see her plow the water " like a thing of life." Probably the finest boat that I ever built was the Mayflower, in 1854, a very large and fine steamer. She and the John Simonds were the only three-deckers ever built for the Mississippi River, the 3rd or middle deck being be- tween the main and the boiler-deck, and intended for deck or steerage passengers, but emigration by New Orleans be- coming checked, I afterwards altered her for a cotton boat, so that the middle deck was taken out and the boat put in the Memphis and New Orleans trade, where she was set on fire and burned, lying at the wharf at Memphis, by the steamer Geo. Collier, landing alongside of her while on fire, so as to save her own passengers. It must not be understood, that during all the forty ox- fifty years of my life I did nothing but run steamboats, for both before and after I had satisfied my taste for steam- boating, I was interested in lines of steamboats, the most notable of which was the Atlantic & Mississippi Steamship Company, in 1866, of which I was one of the Presidents; con- sisting of some 28 steamers that plied between St. Louis and New Orleans. This line consisted of many very splendid steam- ers, but the company was formed out of steamers owned by individuals who managed to put them into the company at very high prices, and the result was the company started under a load of debt which it never could pay, and that, together with the fact that the business of the South had not at that time sufficiently recovered from the effects of the war to sustain a line of that magnitude. So that, after a struggle of three or four years to pay out, and failing, the line which had lost eleven steamers by explos- ion and other accidents, and without insurance, was placed in the hands of Mr. W. J. Lewis, now deceased, and myself to sell and pay the debts, which was fully done, but the stockholders got little or nothing, a stock of some two millions of dollars having been sunk. However, in justice to myself, I must say I was not connected with it as an officer at its inception or at 676 Gould's history of river navigation. its close, but was a loser as a stockholder to the extent of about seventy thousand dollars. Nor must it be thought from what I have said, that steam- boating in those days was all ease, comfort and pleasure. Far from it; 1 have run a steamboat into New Orleans (the St. Louis), when the death rate from yellow fever was over 100 a day, and that, too when, more than half the population had lied the city. I have been on a boat when over sixty died from chol- era on the trip up (seven days). Of narrow escape I might fill a volume. I will relate one : I was commanding the Jennie Deans in the New Orleans trade when we carried 180 pounds of steam to the square inch, and had it at the time when she picked up a snag that came up through the lower guard, strad- dled the copper steam pipe and bent it up through the boiler- deck, until it hemmed in a man in his berth, so that when the boat was stopped he had to climb over the bent pipe to get out of his berth, and yet the pipe did not burst and we ran to St. Louis (800, miles) with the bent pipe, but not with 180 pounds of steam as may be supposed. Writing of the Jennie Deans, it might be well to relate a feat that I accomplished with her that never was accomplished with or by any other boat in the palmiest days of steam- boating. She was built for the Keokuk trade, but I conceived the idea of running her to New Orleans in the winter months, and as she only carried about 750 tons she could not compete in carrying freight with boats carrying double her capacity and be as many days making the trip, so I conceived the notion of whipping her through both ways and made twelve trips to and from St. Louis and New Orleans in eleven days for the round trip, going into each port and coming out the same day and making 2,480 miles in eleven days. I have been on boats that have sunk and burned, but never on one that exploded, but I have come up with them soon after an explosion and seen their officers and passengers by the dozen, — yes, I might say by the hundred, almost flayed alive, and begging that their friends would shoot them. The class of men commanding steam- boats on the Western rivers greatly improved in later years, not in goodness of heart, but in outward conduct and expres- sion. I will cite a conversation that occurred on a boat in the early times. It was the Autocrat, Captain Goslee. It was while the boat was on her upward trip from New Orleans to Memphis, she being in the, cotton trade (so called). BIOGRAPHICAL. 677 The Autocrat was a seven boiler boat, and said to be a great wood consumer. The boat happened to be lying at a " wood pile" on the Tennessee side, taking in a large lot of light Cottonwood fuel when a country passenger came up to the captain, who was leisurely whittling a stick, and watching the deck hands take on the wood. The country passenger said to the captain, "Captain, how much wood will this boat burn in 24 hours," " O !" said the captain, "of good hard oak wood, about seventy cords." " O ! well, but," saidthe countryman, " how much of this kind of wood, this dry cottonwood." " O !" said the cap- tain, " of this kind of wood, it would be just like throwing shavings into h — 1 !" Another: — Commodore Garrison, the millionaire, who died not long ago in New York, and brother of R. Garrison & Brothers in St. Louis, built partly with his own hands the Convoy, and ran her from St. Louis to New Orleans, and one trip we had a number of young ladies on board who played a trick on him, using a greenhorn to accomplish it, their object being to get the " drinks " for the crowd onto the captain, so they told the greenhorn to go to the captain and make a bargain with him, to let him ring the large bell for the next town, which happened to be Memphis, and when he got the privi- lege, not to stop ringing until they told him, and they would pay all the cost : so the captain, not suspecting the joke, agreed for $5 to let the greenhorn, as he thought, ring the bell on nearing Memphis; in the meantime the young ladies were standing around enjoying the joke, and after the captain bad told the greenhorn to ring and thought he had rung enough to let the people of Memphis know a boat was coming, he turned to him and told him to stop, that that would do, but the greenhorn had been put up to it, and said, "O, no, I'm not ready to stop yet," when the young ladies set up a loud laugh. In the meantime a large crowd had collected on the wharf at Memphis to see why the boat continued so long ringing the bell. The captain, seeing he was victimized, first otFered him his money back to stop, then ten dollars, then twenty, and to treat the crowd on the boat besides, and finally a compromise was effected by including the crowd on the wharf. It must be borne in mind that in the early days of steam- boating there were few or no regular packets running in regu- lar trades, and leaving on regular days ; going on the principle of sailing for cork and a market as ships often do, and queer tricks were often resorted to, to get a trip of freight and pas- sengers, when other boats were up for the same destination. 678 GOULD'S HISTORY OF RIVER NAVIGATION. Phave often and often known Ohio River boats lie at St. Louis with steam up and all the appearances of starting in an hour — lay there five or six days, and all the time the captain and otficers protesting they were going in as many hours. If some passengers were in sight, they would ring the big bell, fire up so as to throw out a column of black smoke from the chimneys, and work the wheels so as to give every indication of starting, when they had not half a cargo and had no idea of going. One noted captain, nicknamed " Ephraim Smooth" was in the habit of pulling out his watch and saying : " If you are over an hour away from the boat you will be left." There was another dodge resorted to by some, and as they wanted to make all the show of starting by keeping up fire without the expense and waste of fuel, or from keeping fire- men, one captain full of inventive genius was caught by a passenger who had been waiting three days in the delusive hope of starting, building a fire in the breeching of the chim- neys, and when asked *' What he was doing that for," said : " They were new kind of boilers, and had to be fired in that way." And so I might go on ad infinitum with stories of the early days of steamboatiug, but will close, wishing you every suc- cess Avith your book. Very truly your friend Joseph Browx. Capt. John N. Bofinqer. St. Louis, May 1, 1889. My Dear Capt. Gould: My steamboat career commenced in the forties on the steamboat Ben Franklin No. 7, as second clerk under that ac- complished gentleman Jonathan H. Barker, who was first clerk, and the veteran F. Blair Summons was the captain, the genial Paul Houston, chief engineer, Captain James Hainer and Capt. Jacob Remelin, pilots, and Captain Samuel Hildreth, mate. This steamer, as well as the steamer Pike No. 7, belonged to Strader & Gorman United States Mail Line running between Cincinnati and Louisville up to this date. This line of steamers was considered the best financially and otherwise on the Western waters ; after leaving Cincinnati the first morning Mr. Barker called me into his office and said : " Now, John, you have assumed the position as second clerk on this boat ; I wish you always to treat passengers, shippers and the public pleas- BIOGKAl'HICAL. 679 anlly and gentlemanly, and when asked a question answer them politely. You may be on the wharf Vjusy receiving freights, and interrupted by party, with an inquiry about some other matter, entirely foreign to your calling. You give in return an uncivil answer and turn abruptly away ; in a short time after this party may wish to go to Louisville, or ship Captain John n. Bofingek. some freight ; he comes to the wharf and sees the Ben Franklin lying there ; he remembers the uncivil treatment he received from its clerk and he goes to another steamer ; but had you re- turned a civil answer to this man he might have forgotten that, but he would not have harbored any feeling against the boat. 680 Gould's history of river navigation. " III other words," he continued, "John, remember you can catch more flies with molasses than Avith vinegar," and I have never forgotten that. I remained over a year on that boat. Capt. Barker bought the steamers Mountaineer and North America. He placed Captain J. Ed. Montgomery in charge of the North America and put me in charge of the office. He took charge of the Mountaineer with Ira H. Gibbs as clerk, and the two steamers took their position as " opposition" to the Strader and Gorman United States Mail Line, the Mountaineer leaving an hour in advance of the Pike No. 7, and the North America in advance of the Ben Franklin No. 6. The " opposition" done the business, and kept the lead on every trip, when finally Captain Summons, of the Ben Franklin, conceived the idea to leave with the North America and to pass her underway in sight of Louisville. We heard of his intention, and prepared ourselves as best we could. During the night our crcAV ''rolled" 25 barrels of rosin on board from Sherley's boat-store, and Sunday morning found our crew in fine spirits, and ready in all particulars for the race. The Ben Franklin, which lay at her wharf above the mouth of Bear Grass creek, to all appearances was ready, and only waiting to hear our big bell ring — but our captain kept his own council and made all inspection as to being ready. Pilot Bill Leonard in the pilot-house but not in sight — all ready — and the officers at their posts, no captain in sight, lines let go, and the engines moved ahead and the North America was " out and gone" and shot by the Ben Franklin before the " old veteran" of that steamer was aware that the North America had left. To get their lines in and ready took but a short time, but our boat was abreast of Jetfersonville before the Franklin got under way. A stern chase is a long one, as in this case ; we landed nearly an hour ahead of the Franklin at the Cincinnati wharf, that night. The next day Mr. Barker boug-ht out the Mail Line from Strader & Gor- man, after one month opposition. On the 8th day of April, 1848, I left Cincinnati for St. Louis on the good steamer Atlantic as clerk ; Captain Jas. M. Broadwell was master. I was captain of this boat about three years when I left her in 1854 and took charge of the steamer L. M. Kennett. I brought out the steamer Wm. M. Morrison, February, 1857 ; bought the steamer Cora Anderson October, 1859. Sunk her January, 1861 ; returned to the Morrison in March, 1861 ; made six trips from St. Louis to New Orleans and return in one hundred and one days. The last trip south May 14, 1861 ; left St. Louis with 150 cabin passengers, the BIOGRAPHICAL. 681 majority of these had been captured at Camp Jackson, St. Louis, May 10th and paroled. The only freight on the boat was two bobtail street cars for New Orleans and thirty tomb- stones for New Madrid. 20,000 men at Cairo under Gen. Prentiss; but was not molested at Cairo. A large number of our passengers left the boat at Price's lending, above Cairo, fearing that the Federals might " gobble them up." They found the walking very bad to Columbus, Ky., where we found them, and where we commenced taking on cargo for New Orleans, and had a full load before reaching Fort Ran- dolph where we found 5,000 Tennesseeans under Gen. Preston Smith who examined all steamers descending. On my return from New Orleans to Memphis, May 28, 1861, Gen. Gideon J. Pillow had stopped all steamers from ascending the river above Memphis. My passengers left for the North '< over- land," and the freight was stored, and the Morrison choked a stump on the Arkansas shore in care of two watchmen, May 30, 1861. Since this time I have not been engaged as master of steamers, but have ever been an owner in steam- boats more than forty years. During the war of rebellion I had charge of moving the troops and supplies of Gen. W. T. Sherman from Memphis, and Gen. Fred Steele from Helena, over 35,000 men. In December, 1862, had 93 steamers em- ployed, landing same on the Yazoo River, behind Vicks- burg; no accident of any kind. Moved Gen. U. S.Grant and 25,500 men from Memphis to Vicksburg, January, 1863 ; attended to moving all the supplies and sending forward re- cruits from the North until the fall of Vicksburg, July, 1863, and as superintendent of the Atlantic and Mississippi Steam- ship Co., moved the army North ; was president of the St. Louis and New Orleans Packet Co., aft6r the war; held a contract, 1869, for transportation of troops and supplies from Fort Benton to New Orleans, 4,200 miles. My relations with the river interest extends over forty years, and I have seen many changes. When I was a boy steamboats had their cabins on the stern. For gentlemen, on the main deck, for ladies, over same. No state rooms, but open berths with curtains, and with a carrying capacity not to exceed 500 tons. In 1870, we had steamboats of a carry- ing capacity of 2,000 to 2,800 tons, full length cabins, all state-rooms and furnished with all the elegance and luxury that money could buy. That class of steamboats are of the j)ast, except as to packet lines and the barges with the tow- boats have taken their place. The time was, 1850, when forty or more boats were moored at the St. Louis wharf, loading or 682 oould's history of river navigation. unloading cargoes clail}^ and in 18G9 there were eighty steamers employed, running from St. Louis up the Missouri River. Respectfully yours, John N. Bofinger. Is it Superstition, Fatality or Fact? «' Capt. John N. Bofinger is an occasional contributor to the St. Louis Times. His letters are full of interest and have but the one fault — the time that elapses between them. In a recent number of the Times Capt. B. makes the fatality that attends the letter M the subject, and writes : " I do assert that, with barely an exception, that all steamboats built and run on the Mississippi River and its tributaries, whose name com- menced with the letter M, were either burnt, sunk, exploded or unsuccessful as an investment to their owners. You can look over the long list of Missouri, Mississippi, Mary, Michi- gan, Marie, Monarch, Mediator, etc., and you will find that they met the fate of one as above indicated. * * * Over thirty years ago, Capt. John Pierce built the Metamora. I tried my best to persuade the captain to name his boat some othdr name, and gave him my reasons, going over a large num- ber of boats whose name had commenced with the letter M. He laughed at what he called a superstitious notion of mine and called his boat the Metamora. She was a great success, but sank above Choctaw island while she was in her prime. Capt. Charley Davis, about the same time, built a splendid Cincinnati and New Orleans boat. Davis, like his old partner, Pierce, would not listen to my idea, launched and christened her the Midas. She sank in the bend above Island 16. Capt. Joe Brown built the Maj^tlower sometime during the fifties. Long before she was launched I tried to talk him out of callinsf the boat by that name — no use. She was burned at Memphis. "Our old townsman, Norman Cutter, Esq., bought a hull that had been built at Hannibal. Her cabin and machinery was put on at St. Louis, where she was finished, and was then (1852) the finest boat in the St. Louis and New Orleans trade. It was the owner's intention that I should have taken charge of the Charles Belcher, which was the name Mr. Cutter gave her about a month before the Belcher was ready to start on her first trip. I accidently found out from Emerson, who had built the hull, that she had been launched and christened Magnolia. That was enough for me. Nothing could have in- duced me to have taken charge of the Belcher. She was burned on her sixth trip at New Orleans. "I could name hundreds of instances to show the fatality BIOGRAPHICAL. 683 that seems to shroud the steamboats whose name commeuced with the letter M, but will content myself with giving one more instance. I was in New Orleans in May, 1875, where I met Capt. Frank Hicks and his clerk, Mr. Alt'. Grissom, who were at that time building ahull at Metropolis, 111. They talked of calling her the Mary Bell. I did my level best to persuade them not to call her that name or any name that commenced with M ; gave them my reason and recited many instances of losses, etc., all to no good ; the boat was called Mary Bell, made but a few trips and burnt with a full load at Vicksburg. I do not pretend to give an}' reason why a steam- boat's name commencing with the letter M should be any more unlucky than one commencing with any other letter, but the fact still remains, superstitious or not." Others besides Capt. Bofinger entertain the same supersti- tion, but, as with all other rules, there are exceptions, some of which come within our own recollection. For instance: Be- fore the war the Majestic, Mary Hunt, Music (two of them), and Mary Foley were all coast packets. They lasted the usual life of a steaml3oat, say nine years, made money for their owners and were dismantled for their machinery. The last Magnolia, owned by Captains Shute and Thomasson, the largest cotton boat of ante bellum days, was purposely de- stroyed during the war. But the Magnolia before her ran nine years and was dismantled at New Albany for her ma- chinery, the one before this having also been Avorn out. The Marsella lived to be about fourteen years old and was sold to DaveMcCan & Son for her machinery and old iron. The Mary Houston ran for nine years and still lives in a sense, for her hull, after twelve years active employment, is now in use as a wharf-boat at Monroe. It is safe to suppose that when a boat runs for from 5 to 10 or more years without changing owners more than once in all this time, if at all, and then voluntary sale, she has proved herself a paying investment. Such in- stances we can give by mentionino; amonsj others the MoUie Moore, Minnie, Major White, Maria Louise and the Mary Ida. The Maria Louise is still owned by her builder, Capt. Brinker ; has always been a successful boat, and is as staunch and serviceable and valuable to-day, perhaps more so, as she would be if her name commenced with a B instead of an M, and the same may be said of the Mollie Moore. A general impression prevails among river men that any steamer's name commencing with M will either explode, sink or be wrecked. In numerous instances this has resulted. But this port had one with a double M, the rafter Mollie Mohler, 684 GOULD S HISTORY OF RIVER NAVIGATION. of the Schulenberg & Boeckeler Lumber Company's fleet. She ran successfully for many years and was finally dismantled and a new boat built on her hull. This, however, may be said to be an exception. Capt. Russel Blakely. was born in North Adams, Berkshire County, Mass., April 19th, 1815, of Puritan descent from among the earliest fiimilies of Plymouth, Mass., and New Haven, Conn. In the year 1817 his parents, Denis Blakely and Sarah Sam- son Blakely, emigrated from North Adams to Le Roy, Genesee County, New York, where he grew to manhood. In the fall of the year 1836 his father and he took the West- ern fever and the only cure at that time was to emigrate, and they selected Peoria, Illinois, as their objective point. Here- BIOGRAPHICAL. 685 mained in Peoria through the varying experiences of the event- ful years of 1837 and 1838, and in the summer of 1839 again made a new choice and moved to Galena, III., and became engaged in mining and smelting in the employ of Capt. H. H. Goar, in which he continued until the fall of 1844, when he went to Wythe County, Southwestern Virginia, where he en- gaofed in making lead, at what have Ions: been known as the Austinville Mines. In the summer of 1847 he returned to Galena and became engaged in steamboating between Galena and St. Paul, Minn., in which he was connected with what was known as the Galena and Minnesota Packet Co., during its vari- ous changes to 1862, when it was sold out. In 1851 he was married to Ellen L. Sheldon at Willow Springs, Wisconsin. During the winter 1 855-6 he became interested in the North- western Express Co., under the firm name of J. C. Burbauk & Co. and in the commission and general forwarding busi- ness at St. Paul with Mr. Burbank, under the firm name of Blakely & Burbank. In the spring of 1862 he moved to St. Paul, Minn., to take part in the management of the ex- press and stage business. In the year 1858 J. C. Burbank & Co. became contractors with the Government for the trans- portation of the mails very extensively in Minnesota and the company was known as the Minnesota Stage and Northwestern Express Co., and during the years 1858 to 1867 the business became very extensive, covering the entire State and was extended to Fort Garry in Manitoba in 1870, and occu- pied and operated the several routes in the State until finally superseded by the construction of the railroads on nearly all the routes runby the company. When the gold mining excitement opened up in the Black Hills in Dakota in the year 1876, the stage, express and transportation business from Bismarck on the Missouri Kiver to the Black Hills, seemed to promise to be very large and profitable, and the businsss was then organized under the corporate name of the Northwestern Express, Stage and Transportation Co. K. Blakely, President, and C. W. Carpenter, Secretary and Treasurer, and commenced in 1877 in connection with the Northern Pacific R. E. Co. and carried passengers, mail and express and transported merchandise. The stage running daily carrying passengers, mail and express and the transpor- tation of merchandise required a large amount of stock, horses, mules and cattle in its operation. With the usual vicissitudes ofa new country, this route of operation continued until the year 1888 when a railroad finally closed out the business of the line. 686 Gould's history of river xavigation. Since the summer of 1847, when Capt. Blakely first hmded in St. Paul until the present time, he has been largely connected with its interests and has helped to build up its railroad and other interests. An active member of the Chamber of Com- merce, acknowledged a very zealous and active member of the Republican party from its origin. Capt. Blakely and wife are in usual health and strength for persons of their age, and have a family of six sons and two daughters grown to man and womanhood. Captain Isaac L. Fisher. [Communicated.] Born in New Brunswick, New Jersey, in 1843, received a common school education, was taught the science of naviga- tion by his father, who was a shipmaster. His father after- wards becoming interested in inland navigation, Captain Fisher, served an apprenticeship in the drawing department, machine shop, boiler works, and shipyard, serving also as engineer, pilot, and master of boats about the New York har- bor, and is now the manager of one of the laro^est towing and transportation lines in the United States. Capt. Fisher plans himself and personally superintends the construction of all of the boats of his line, even to the boilers and machinery, and has probably done more work of this kind any than man of his age in this country. Captain Fisher is a popular man with all classes and conditions of people. He has held political offices, and although a republican with a democratic constituency, was never defeated. He served as alderman 6 years, chief of the tire department 3 years, and three successive terms in the New Jersey legislature, and was made speaker of the house, though strongly opposed by combined railroad influences. He was at that time the youngest man in any State to serve as speaker. Captain Fisher .was chairman of the Steam and Sail Vessel Association, of New York City, for two years, and represented that body in the National Board of Steam Naviga- tion. For several years he held the office of president of the National Board of Steam Navigation, is an active member of the executive committee, and honorary president of the board. In all matters of reform, and for the general good of the steam vessel interests, local and national, Captain Fisher has been an indefatigable and successful worker, and to his efforts for the protection and promotion of those interests much is due. He led in the movement before congress for the abol- BIOGRAPHICAL. 687 ishment of the steam recording gauge monopoly, the doing away of inspections and license fees, the repeal of the statute imposing a tax upon mariners for the support of the Marine Hospital, the modifications of the statutes relating to the liability of steam vessel owners, and other matters of a like nature. Captain Isaac L. Fisheb. Having an extensive acquaintanceship, and a thoroughly practical knowledge, he has been a spirited leader in every movement for the better safety of life and property upon the waters, and to secure to ves«el owners and employes, just and adequate protection, and a proper reward. He served a term as private in the late civil war in New Jersey regiments. 688 GOULD S HISTORY OF RIVER XAVIGATIOJ?. Captain Isaac M. Mason was born in Brownsville, Penn., March 4th, 1831 — commenced steamboating on the steamer Consul as second clerk in 1846 — was clerk of'the Atlantic in 1848-9. In 1850, at the age of 19 years, took charge of steamer Summit, and ran her in the Louisville and Nashville trades. The next fourteen years was acting as captain or clerk on the following boats: Editor, Australia, Honduras, Alma, Bell Golden, Vixen, Denmark, Fred Lorenz, Savanna, and Hawk- eye State. First trip to St. Louis was on the steamer Summit, in April, 1851. Continued in active service until 1865, when he was made general freight aoent of the Northern Line Packet Company, which position he retained for eleven years. He was elected Marshal of the County of St. Louis, 1876, and in 1880 and 1882 Sheriff of the City of St. Louis. BIOGRAPHICAL. 689 Although temporarily disengaged from the river, always maintained his interest in all that related to its improvement and to water transportation. In 1884 he was appointed superintendent of the Anchor Line of boats between St. Louis and New Orleans, and presi- dent of the same in 1888. All who know Captain Mason appreciate him for his moral worth, his integrity, his suavity and the courtesy with which all are treated who have occasion to meet him. Captain Morgan Mason. Alexandria, Mo., 1889. I Capt. E. W. Gould, St. Louis: Dear Sir — In reply to your inquiry as to my steamboat experience, I respond briefly, as follows: — My first introduction was in 1837, as first clerk on steamer Kentucky. She belonged to the " Good Intent Line," which had its principal office in Pittsburgh. We made our first trips between Pittsburgh and Louisville, afterwards extended them to Nashville and St. Louis. We had a large number of emigrants, composed principally of Kentucky planters, going to the "Piatt Purchase" with their slaves, to engage in raising hemp. At that time St. Louis was a small city, and extended but little west of Fourth street. My next experience was on the Monongahela River, in 1843, on the steamer Consul, Captain Saml. Clark, In November of that year the " slack water improvement " was completed to Brownsville, and Gen. I. K. Moorhead, with a large party of citizens from Pittsburgh, made an excursion to Brownsville, returning next day on the Consul. I remained on the Consul as captain and clerk until she was worn out. Then I went on the Atlantic w'ith Capt. Parkinson. After he retired I took command of her and remained until she was worn out. Then Ave built the Jefferson, and I run her three years. I was also on the Resolute until she was sold to parties at Madison. My connection with river navigation continued for eleven years. Wishing you much success in your very worthy enterprise, I remain truly yours, Morgan Mason. 44 690 Gould's history of river navigatiox Charles C. Keener. The subject of this sketch is the principal representative of all that remains of the once famous Naples Packet Co. — one of the first organized steamboat companies on the Missis- sippi River. After a varied experience of forty years the old company finally succumbed in 1887, and its eflfects were purchased by a new company, known as the St. Louis, Naples and Peoria Packet Co. The old and well known Grain and Commission Merchants, T. and F. Keener, of Naples, had long been stockholders in the company, and through that connection the new company with Captain C. C. Keener, the son of the surviving partner BIDGRAPHICAL. 691 of the old firm became the principal proprietor of the new organization, and was elected its president. Having served a long apprenticeship in the grain and ship- ping business, and having a taste for navigation, he decided to extend the knowledge he had acquired from his experience in the management of a fine steam tug-boat, which he built for his own pleasure and convenience, he assumed command of the Steamer Calhoun and has devoted his personal atten- tion to the management of the new company since its organi- zation. Although not a veteran in the service, the eminent success that has attended his efforts in navigation and in the fine con- dition in which he keeps his boats show conclusively that age and experience are not the only requisites to success. The unlimited means and the large operations in grain of his firm, " Keener & Pike," secure to their boats a large bus- iness independent of shipments from others. If the Government continues its appropriations even in small sums it will ultimately succeed in so improving the navigation of the Illinois River that what has for the last ten years seemed a foregone conclusion, may yet be recovered and the river again become an. important factor in the com- merce of that productive valley. Of all the tributaries of the Mississippi there is none so easily and cheaply made navi- gable for a good class of boats lor nine months in the vear as this stream, and had the demands of its commerce been heeded by the Government long years ago and the necessary improve- ments been made and railroad bridges properly constructed, a far different result would have been manifest. The towns and cities that were springing up all along its banks, would have continued to flourish, by the stimulating influences incident to shipping and receiving large consignments to and from the interior. The lands along the bottoms would have continued to be cleared and cultivated, levees would have been built, and over- flowed lands recovered, the most productive in the State, adding health and prosperity the whole length of the river. Captain Keener is young, vigorous and enterprising, and wdiat his predecessors have failed to realize may yet become a bonanza to him, and a great blessing to the inhabitants of that long neglected valley. 692 Gould's history of river navigation. BIOGRAPHICAL. 693 Captain Joseph S. Nanson was born at Fayette, Howard County, Missouri, 22d of Jan- uary, 1827. His first adventure as a steamboat man was on the steamer Banner State, which he purchased in 1857 for the St. Louis and Glasgow trade. On the third trip the boat sunk and was a total loss. Nothing daunted he left his home at Glasgow, where he was engaged in the commission business with the late Theo. Bartholow, and went to St. Louis and purchased the steamer, which he ran in the same trade for one year. At the expira- tion of that time he sold his interest, and in company with his confidential friend and partner, Moses Hillard, went to Louisville and built the steamer N. J. Eaton. This boat sunk in the Missouri on her first trip and was a total loss. 694 Gould's history of river navigation. This disaster well nigh bankrupted the owners. But through the assistance of strong friends at Glasgow^ he again repaired to Louisville and built the steamer Kate Howard, which he ran with great success for three seasons between St. Louis and St. Joseph, on the Missouri River. At the end of this period, or in 1859, the Kate Howard sunk, after having hand- somely remunerated her owners for their investment. At the close of her career, Capt. Nanson and his crew went on board the John D. Perry, where he remained until the close of that season. In the spring of 1860 he formed a co-partnership with Lo- gan D. Damoran, and opened a commission house at St. Louis under the name of Nanson, Damoran & Co., which did a successful business. In 1864-5 Capt. Nanson, Henry Ames and Miles Sells pur- chased the steamer Shreveport, and took her to Red River to embark in cotton speculations under the care and protection of General Banks military expedition to that river. But at Alexandria the expedition was repulsed and compelled to re- turn . The result was that all the cotton that had been purchased, together with several boats, was destroyed by the Confeder- ates, and the expedition,, as well as the cotton speculations, was declared a failure. In addition to Captain Nanson's commission business in St. Louis, New Orleans and New York which was large and at- tended with varied success, he was elected President in 1868 of the St. Louis and Omaha Packet Company, which was com- posed of nine first-class boats and extensively known as the «' O Line." In consequence of the great demand upon his time b}^ the commercial transactions in which his house was engaged, in 1869 he resigned his position as President of the Packet Com pan}'. As an evidence of the appreciation in which his services were held, the ow^ners of the line presented him with an ele- gant carriage costing $1,000. He was at one time director and owner in the Memphis Packet Company, and an owner in steamers Sultana, In- gomar, Kate Kinney, Wm. J. Lewis and other boats. In 1872-3 he organized and acted as president of a short line of boats to run between Atcherson and Nebraska City, known as the Railroad Line, which connected with the Mis- souri Pacific at Atcheson ; also another line from St. Joseph BIOGRAPHICAL. 695 to Nebraska City, which was known as the Missouri, Kansas and Nebraska Line. These later connections were more especially designed to afford shippers in that country facilities for reaching the St. Louis market, which they formerly enjoyed via water, but were now deprived of in consequence of the completion of several railroads across the country to Chicago and the East. But low water and ice soon demonstrated the impossibility of that competition and the boats were soon retired, never more to return to so unequal a contest. Later, or in 1879, Captain Nanson, in company with Messrs. Pegram and Hillard purchased the Laclede Hotel in St. Louis, and after a successful year or two in that enterprize, disposed of his interest and embarked with Messrs. Hillard, Buzard and Barnard in the purchase of a stock farm in Tevolla County, Texas, which has under iron fence 80,000 acres of land. The name of the firm at the present time is Buzard, Hillard and Barnard. They are feeding 50,000 head of cattle and devoting much care to the improvement of their breeds and to milch cows. Captain Nanson was married in 1855 to Miss Belle Billingsly, of Glasgow, Mo., who still lives to cheer him on in his active and enterprizing career of usefulness and social life — to- gether with two cultured daughters who are happily united in marriage with gentlemen in fine positions in society, and of high character. John W. Bryant was born in New Orleans, La., in 1841. From 1857 to the breakino; out of the war was a discharging clerk on the levee. Discharged the cargo of the Magnolia, 6537 bales — the largest cotton trip of ante bellum days, served through the war, on the Confederate side. Was one of the besieged in Port Hudson, serving as acting assistant quartermaster on the staff of Col. W.^R. Miles, in command of the right wing of the defenses. Was paroled in 1865 at West Point, Ga., returned to New Orleans, and again became a discharging clerk. Was also a clerk in the Red River and other trades and cashier of the New Orleans Post-office. In 1874 was employed as a river reporter and is now filling that position on the New Orleans Time s- Democrat . Li 1885 was made secretar}^ of the Execu- tive Committee on the Improvement of the Western Water- ways. Was also the assistant secretary of the Kansas City, New Orleans, Washington, D. C, and Memphis River Im- 696 Gould's history of eiver navigation. provement Conventions. Served also on all of the commit- tees appearing before the River's and Harbor's Committee of Congress to present the resolutions of conventions and urge appropriations. Was charged with the duty of presenting to President Cleveland a copy of the resolutions adopted by "the John w. Bryant. Memphis Convention. Is also secretary of the National Board of Steam Navigation and has, with others, been a prominent worker for the Board at Washington in the depart- ments and before committees of the Senate and House, in se- curing modifications of, or preventing the adoption of statutes that were to the injury of the steam interests. Is a Mason and an active worker in several benevolent or- BIOGRAPHICAL. 697 ganizatioDS, of one of which he is the president. Was chosen to represent the steamboat interests before the interstate com- merce commission durinsj their sittings at New Orleans, Mem- phis, and Washington. The original of this fine picture, and the author of the fore- going sketch, has for several years been a representative in all prominent efforts and organizations for the promotion of loater transportation in the Mississippi Valley, and for the protec- tion and advancement of water transportation throughout the country. The Southern interests that he has so long and so ably rep- resented could not have confided their interests to a more competent or faithful representative. His efforts in numer- ous conventions, in the National Board of Steam Navigation, before committees of Congress, and with individual members, have been phenomenal. None but those w'ho have had the privilege of being associated with him in similar efforts can appreciate the value of his labor. His untiring energy and familiarity with all subjects con- nected with river navigation render his services and his ex- perience invaluable to his constituents, and whenever they are in position to elect a member to represent their interest in Congress they cannot select a more competent or faithful rep- resentative. And why are they not always in position to do so? No interest in America of half the importance that the water transportation interests are, but what have not only one, but many, direct and indirect members in Congress to rep- resent them. If ever this great and important interest has had an expo- nent, a representative in Congress to protect, and to advance its interests, there is no record of it. Is it surprising the interest languishes? While its great competitor, its opponent, has many members in both branches of Congress, and on all special occasions a full quorum in the "third house." Who so competent to legislate as those who are entirely familiar with all the facts, and who more familiar and compe- tent to judge of them fairly and impartially than John W. Bryant ? Through his kindness and industry this writer is indebted for many interesting items selected from old papers, books, &c., which will be read and enjoyed by all. And for which he desires in this connection to return many thanks. 698 Gould's history of river navigation. Captain B. R. Pegram. CoHASSET, Mass., January, 22d, 1889. OajH. E. W. Gould, St. Louis, Mo. : Dear Sir: — In answer to your suggestion, I may say I am glad of the opportunity of putting myself on record with so many old friends as I am sure will avail themselves of the privilege your very laudable enterprise will afford them. While my river experience was of shorter duration than that of many of my esteemed cotemporaries, it was an event- ful one, and largely diversified. Commencing on the Illinois River at the age of fifteen, as a ferry-man, with a horse-boat at the mouth of Apple creek ; advancing from that to a pilot of a wood-boat engaged in boating wood to St. Louis for the next few years. BIOGRAPHICAL. 699 My fiither removed from Virginia, where I was born in 1828, and settled in Carrollton, Illinois, where he had an extensive practice as a physician. He died when I was eleven years old, and the family removed to Newport, on the Illinois River, from whence I grraduated, althousrh with but little education. I vibrated between the river and a farm in that neighbor- hood until 1849. My first practical stearaboating was on the steamboat Ruth, in the winter of 1862 and '63. In August of '63 she was burned, it was believed, by an incendiary rebel w^iile laying at Norfolk, six miles below Cairo. She had a large number of people on board, and three millions of government green- backs, which were destroyed, and some thirty-five lives. The Ruth was a new boat, came out in the spring of that year and cost $65,000. She was 275 feet long, 41 feet beam, 8 feet hold. Her eno^ines came out of the Peter Tellon and were 27 inches diameter and 9 feet stroke, with five 26 feet boilers 44 inches diameter. She was among the first boats burned after the breaking out of the war, and there was good reason for believing it was done by the rebels. The second Ruth built a few years later, was 300 feet long, 48 feet beam, 10 feet hold. She had the engines of the H. R. W. Hill which were 30 inches, 10 feet stroke. Boiler (6), were 46 inches, 30 feet long. She cost $200,000 and was very fast and an immense carrier, and an elegant cabin. She was burned in 1868, at Pawpa Island ; no lives lost. After the burning of the first Ruth, I was in command ot several boats, viz.: Olive Branch, Ida Handy, Clara Dolson, Lady Gay, and second Ruth. After the organization of the Atlantic & Mississippi Steamship Co., I was for 18 months acting as its ao-ent in New Orleans. After the collapse of that company, my brother George and myself built the James Howard, and I commanded her eight years. Sold her 1878, and retired from the river. Wishing you merited success in the very difficult under- taking in which you have embarked, I remain, very truly yours, B. R. Pegram. 700 Gould's history of river navigation Henry C. Haarstick. (Communicated.) The salient points in the history of this sketch furnish a most remarkable example of what large results can be accom- plished in the business world by the unaided, intelligent and indefatigable efforts of a single humble citizen, when directed towards a definite object. Henry C. Haarstick, the President of the St. Louis & Miss- issippi Valley Transportation Company (Barge Line), was born in 1836 at Hohenhameln, near Hildesheim, in the King- dom of Hanover, and emigrated to America with his parents when but 13 years old ; the passage was a long one — being by sailing vessel from Hamburg to New York, and consuming 49 days; the destination of the family was St. Louis, and the route then lay as follows: from New York by steamer to Al- BIOGRAPHICAL. 701 bany ; thence by canal to Buffalo ; thence by steamer to San- dusky, Ohio; thence by rail to Cincinnati and thence by steamer to St. Louis. The young emigrant arrived at his destination on the 25th of July, 1849 — a year memorable for the great fire and the cholera which then visited the city. After a few years of diligent application to studv, 3'oung Haarstick began his business career in February, 1853, as clerk with the distilling firm of Malon}'^ & Tilton, passing ten years in their employ and becoming their successor by purchase in 18G3. In 1867 he relinquished this business to Messrs. Card & Law- rence, and the following year, having his attention drawn to the possibilities of success in the business done on the river, he pur- chased stock in the Mississippi Valley Transportation Co.'s barge line, and directing his closest personal efforts toward extricating the company from embarrassments which threat- ened its extinction, he had the satisfaction ere lone: of seeino^ its business placed upon a firm and sure foundation. In 1869 he was elected a director and vice-president of the company, and, upon the death of Supt. Greenleaf in March of that year, Mr. Haarstick was made general manager and conducted the business thenceforward with signal success until 1881, during which year the entire property of the company was sold to the St. Louis & Mississippi Valley Transportation Co., a new and powerful organization with $2,000,000 cash cai)ital, formed for the purpose of absorbing the four barjre lines then existinjj. This new combination has been operated as a unit since its establishment, under the presidency and direct personal man- agement of Mr. Haarstick, and it goes without saying that it has exerted a most potent influence for good, not only upon the business done on Western Avaters, but upon the entire grain producing area of the Mississippi Valley. Recognizing the benefits of cheap transportation to the growers of our cereals, and that eftbrts in this direction must necessarily develop St. Louis as a market for European bu}^- ers. The most patient and persistent efforts were put forth to build up and finally establish a line of grain carriers on the river which should form a connecting link between the Amer- ican farmer and the European consumer. It need only be said by way of illustration that, during the period of these efforts the river rate on bulk grain has been reduced from 12 and 14 cents per bushel to 5 cents per bushel ; every cent of the difierence inuring directly to the benefit of the farmers of this country and agori-eo-atino: millions of dol- 702 Gould's history of river navigation. H « I— I BIOGRAPHICAL. 703 ars Id their annual savings. Second only to this achievement have been Mr. Haarstick's efforts toward the stimulation of the direct importation of foreign commodities via New Orleans. He was the first to furnish the merchants of the interior with a bonded water route for imported goods, and his line has carried vast quantities of this description of freight without the loss of a single package, and without a complaint from, the Government. The resources of the St. L. & M. V. T. Co., embrace 12 powerful steamers, nearly 100 grain barges, (each of a ca- pacity of 50,000 bushels), large and convenient stationary grain elevators at Belmont, Mo., and New Orleans, La., a well equipped Marine Railway and dockyard at Mound City, III., besides the necessarv floating elevators for transferring bulk grain from barges into ocean vessels at New Orleans. The company is carrying about 12,000,000 bushels of grain annually besides about 150,000 tons of package freight. Mr Haarstick is in the prime of life and vigorous manhood, and actively engaged in the management of the great corpor- ation of which he is president. He is an ardent advocate and active supporter of all public improvements; has been presi- dent of the Merchants' Exchange during one of its most prosperous years, and is recognized in commercial circles as one of the most sagacious, far-seeing, progressive and influ- ential citizens of St. Louis. His kindly, conservative manner, his unostentatious charities, his consideration for his business associates and competitors and his retiring modesty, all war- rant the hope that so useful a life may be greatly prolonged. JoHx G. Prather was born in Clermont County, Ohio, June 16th, 1834, His peo- ple were connected with the river and river interests from the earliest steamboating on the Ohio and Mississippi Rivers. At an unusually early age he cast his lot with that interest, occu- pying almost every position from the deck to the roof. Com- ing to St. Louis in 1850, and following the river in various capacities until 1852, when he went to California — returning in 1855. He associated himself with the late Daniel G. Tay- lor (his uncle) in the wholesale liquor business on the levee, where he still holds forth at the old stand, 516 N. Levee. His connection with the river continuing up to the present time. Was owner in whole or part of many steamers during this time, notably the steamers Des Moines, Bart Able, E. F. Dix, 704 GOULD S HISTORY OF RIVER NAVIGATION. Fannie Tatum, Westerner and others ; has been twenty years associated with the famous Anchor Line ; is now a director of that line; was a staunch Union man during the war; served as Lieutenant-Colone] of 5th Regiment Missouri Militia, and as- sisted in the organization of that regiment, is a Democrat and has taken an active and prominent" part in the councils of the John G. Prather. Democracy of Missouri ; is a member of the National Demo- cratic Committee ; serving his third term in that capacity. Col. Prather's establishment is now the oldest on the Levee. His recollection of the primary days of boating in the Missouri, Upper Mississippi, Illinois, and Lower Mississippi Rivers would make an interesting history. Col. P. is vigorous and according to himself, feels as young as ever and expects to live to see Democracy vindicated by the rational success in '92. BIOGRAPHICAL. 705 Capt. O. p. Shinkle. Cincinnati, Feb. 14, 1889. Captain E. W . Gould, St. Louis, Mo.: Inclosed I send a photo of myself for insertion in the work you are preparing on the history of navigation of Western waters. Appreciating your object, I desire to contribute as far as my experience goes whatever of interest it may possess. I was born in Brown County, Ohio, August 31st, 1834, in the town of Higginsport. 45 706 Gould's history of river navigation. I commenced my steamboat life in 1850 at the age of six- teen. In 1854, at the age of twenty, was phiced in command of a tow-boat, and continued building and navigatino^ steam- boats from 1850 to the present time, with the exception of two years. During this period I have built three steamboats, have been interested in eight and commanded them all at different periods on different rivers, viz.: Mississippi, Ohio, Cumber- land, Tennessee, Arkansas and White Rivers, but principally on the Ohio and Mississippi. I am at present running the steamer Golden Rule, from Cincinnati to New Orleans, where I have been eno-ased for several years past. While the business is not what it once was, it still continues to pay such boats as are adapted to the trade and judiciously managed a small margin of profit. Although the time for ex- pensive passenger boats in this trade seems to have passed, at least until the navigation shall have been further improved. Trusting you will meet with success in your very laudable effort, I remain. Yours truly, O. P. Shinkle. Captain John P. Keiser, son of Captain Jno. W. Keiser, was born in Boone County, Missouri, 1833. He, after receiving a good English education, concluded to follow in the footsteps of his father, and embarked on the river with Capt. Henry W. Smith on the steamer J. M. Clendenin in 1852, for the purpose of learning to be a pilot. In 1853 he was with Capt. Wm. B. Miller on the steamer Isa- bel. He obtained a license the same year, and his first pilot- ing was in the fall of '53, on the government snao;-boats. In 1854 he was engaged to pilot the N. J. Eaton, Capt. Joseph Nanson. The boat only made two trips and then sunk. The remainder of the season was pilot on the steamers Clara and Sam Cloon. In 1856 he was engaged in piloting in the Lightning Line from Jefferson City to Western Missouri, on the steamer Cat- aract ; salary $1,000 per month. In 1857 he was master and pilot of the Cataract, in the same line; salary, $1,250 per month. In 1858 he bought an interest in the Isabella, and was mas- BIOGRAPHICAL. 707 ter and pilot of her until 1861. After the war broke out he sold her to Capt. Dozier & McPherson. In 1862 he built the Esteller at Pittsburgh, which was lost by fire at the St. Louis wharf. The same year he built the Majestic, a large Lower Missis- sippi River steamer. She was lost by fire at Island No. 8, Captain John P. Reiser. May 6th, 1863. He soon afterwards bought the Fannie Og- den, and sold her in February, 1864. The same year he built the Waverly for Missouri River, and a steam ferry-boat for Rocheport. In 1865 he built the G. B. Allen for the Missouri River. The Waverly was sunk in 1866, and the Allen burned at St. Louis, March, '67. He then retired from the river and went into the commission and storage business with his brother. The firm was J. P. & C. W. Keiser. Capt. James B. Eads was then building the 708 Gould's history of river navigation. St. Louis bridge, and needed some one to purchase supplies and construct the boats to be used for laying stone in the piers, etc. Capt. Reiser was selected for the work. He served in that capacity for twelve months and resigned. Shortly after- wards he was made superintendent and general manager of the Carondelet docks, then doing a large business, and was with that company about twelve months when he resigned to take charge of as general superintendent of the Memphis and St. Louis Packet Company, and was superintendent and general manager of that company for 13 years, having built in the meantime $1,250,000 of steamboat property, viz. : steamer Grand Tower, City of Helena, Belle Memphis, Ste. Genevieve, Baton Rouge, Bayou Sara, Arkansas City, City of Vicks- burg. City of Chester, City of Cairo, City of New Orleans, City of St. Louis, City of Greenville ; rebuilt James Howard. Bought for said company: Capitol City, Emma C. Elliott, John B. Mande, W. T. Halliday, Will S. Hays, Illinois, Com- monwealth, City of Alton, Annie P. Silver, Gold Dust. Built Package Elevator at Memphis, Tennessee, and Vicksburg, Mis- sissippi. In 1882 Capt. Scudder resigned his position as President of this company and Capt. Reiser was duly elected President and under his administration the St. Louis and Vicksburg Packet Company was consolidated into the New Orleans Anchor Line, and capitalized at $1,500,000. In December, 1884, he re- signed his position of President and sold his steamboat stock. He was at this time a large holder of gas stock in the Laclede Gas Company of St. Louis, and was made President of the Company immediately on his resignation of the Presidency of the Anchor Line, w^here he no'w is, enjoying good health and the earnings of his successful career as a boatman for thirty years, having handled successfully as much, or more, steam- boat property as any one man in the West. L. M. Chipley. St. Louis, Mo., 4th, 11th, 1889. Capt. E. W. Gould: — I herewith hand you a photo of the first steamer Post Boy built under vour supervision, for the Illinois River trade (Naples Packet Co.) in 1859. The Post Boy as you will remember proved to be a very fast boat for her power. The average time made by this steamer from St. Louis was two BIOGRAPHICAL. 709 hours and live minutes to Alton, and twelve hours to Naples, including stops for freight and passengers. Hugh Thomas, agent at Florence, always claimed that the clock in his office was the correct time, as he regulated it by the arrival of the Post Poy at the landing, as she was always there at 3 a. m. without fail every Tuesday, Thursday and Saturday mo-rning. My first experience as a river man was on this boat in capacity 710 Gould's history of river navigation. of second clerk and I thought that I had reached the highest pinnacle in the ladder of fame when I was appointed by jou to the position of an officer on this steamboat. At that date, to be an officer on a fine steamer was the height of ambition with all young men living near the river, and even to this day there is an air of importance about a steamboat officer on duty that commands the admiration and respect of many passengers that travel on boats. The Post Boy was in the government service during the war and was selected as dispatch boat for the fleet at Vicks- burg during the siege, and also dispatch boat of the fleet at the siege and capture of Arkansaw rost, and served in same ca- pacity on White River at Clarendon and Duvolls Bluff and re- turned to Saint Louis in the fall of 1863 and was destroyed by fire along with the steamers Jesse K. Bell, Hiawatha and last, but not least, the Steamer Imperial, the queen of all, and the fastest and finest steamboat that ever run in the St. Louis and New Orleans trade. This boat was also built by you. The officers of the Post Boy were Jas. Abrams, Master; O. S. Watt and L. M. Chipley, Clerks; Enoch P. King and T. B. Chipley, Pilots ; Wash McCann and Wm. Mitchell, Engineers; Hugh Davis and Hosey Densmore, Mates; Feilding Corbin, Steward. I often wonder how it is that boatmen did not become connected with railroading, that superseded the boats as the carriers of the commerce of the West, as they were more familiar with the details of the freighting business than strangers could possibly be. The only reason or explanation I can offer is that they did not look on a four-foot railroad track, equipped with a forty-foot box car as a competitor worth considering in comparison with a two thousand ton steamer with a free river three thousand miles long and a mile wide. But others saw the opportunity, and built, as it were, a fence of railroad iron around the rivers and abided their time for steamboats to be starved out of the business that had taken a lifetime to build up at the expense of millions of dollars to their owners who had not kept pace with times that demanded rapid transit for freight and passengers, a want that railroads filled to perfection. Yours truly, L. M. Chipley. BIOGRAPHICAL. 711 712 Gould's history of river navigation. Captain William F. Davidson, long and favorably known in connection with the steamboat business of the Mississippi River and its tributaries. For a number of years he resided in St. Louis and was president and active manager of different steamboat lines, most notably The Northwestern Union Packet Company, and The Keokuk- Northern Line Packet Company. His early career in steamboating began on the Ohio River, but his life's work extended over an area of the entire Missis- sippi Valley, and there is hardly a man who has been con- nected with the river interests of the valley during the past half century, who has obtained more prominence, or been better known than the late Commodore Davidson. He was born at South Point, Lawrence County, Ohio, Feb- ruary 4th, 1825. His father — William W. Davidson — was a pioneer in that part of Ohio, and was very well known throughout the southern part of the State, Eastern Kentucky and West Virginia. The subject of this sketch began his steamboat career when but a small boy by boating on the Big Sandy River, the Ohio River, the Sciota, and other tributaries of the Ohio. He accom- panied his father, who did something in that line in the early days of boating along the Ohio and Sciota Rivers." When quitea young man he became interested as part owner in the steamboat Gondola; also, The Relief, and later on, The United States Aid, The Jacob Traber, The Frank Steel, Favorite, and other boats. He married in Southern Ohio, in the winter of 1858-59, a daughter of Judge Benjamin Johnson, who survives him. He also leaves surviving him a son — Mr. Edward E. Davidson — of St. Paul, and a daughter — Miss Sallie Davidson — who makes her home with the mother in Southern Ohio. Commodore Davidson visited St. Paul and the Upper Mis- sissippi in 1855, and subsequently removed to St. Paul, and began steamboatino; on a laro;e scale between LaCrosse and St. Paul. This business steadily increased until his line was •xtended from St, Paul to St. Louis, and his business became so large in the line of boating and transportation that in the spring of 1870 he found it desirable to reside in St. Louis, and so removed his family to that point, making it his home until about the year 1882. He was also very much interested in real estate in the city of St. Paul, which he held on to with great persistence, steadily improving it and building business I BIOGRAPHICAL. 713 blocks and structures thereon, up to the time of his death, which occurred at St. Paul on May 26th, 1887. Durino- his residence in St. Louis he was converted, and thereaftei- became an active worker in temperance and religious reforms. Perhaps the best work he did in this line was during his presidency of the St. Louis Bethel Association, where he was Captain William F. Davidson. the most active business manager in its financial interests. He was later also identified with the St. Paul Bethel Associa- tion, and was an officer of that organization at the time of his death. After he became interested in religious work he abolished bars from the steamboats which he controlled, and did a great deal of personal work to reform the employes on the river 714 Gould's history of river navigation. from iuteniperaiue and immorality. He personally assisted and aided multitudes of men whom he had once employed, or in whom he had become interested while boating on the Mis- sissippi River. He was a very hard worker, giving his personal attention to all the details of his business up to a few days before his death. He led a very busy life, and never took time for pleasure, or the ordinary amusements which engross the attention of most men situated as he was financially. His estate at the time of his death was quite large, and consisted mostly of real estate and business property well lo- cated in the heart of St. Paul. Much of this real estate was purchased as early as 1864 or 1865, and certainly prior to 1870, and had ^increased and multiplied in value so that it left a handsome fortune to his heirs. He was identified with so many business enterprises of St. Paul that he was greatly missed from the community which he had done so much to build up and render prosperous by undertakings which he had inaugurated and pushed to success. Many of the business men of St. Louis, and other cities in the Mississippi Valley, will long remember him as a pleasant bus- iness acquaintance. An active, pushing man of business, he was always ready to do his share in bringing to a successful issue enterprises with which he became connected. Like many of his associates — who have passed over to the majority during the last ten years — he is lying quietly at rest in Oakland Cemetery in the city of St. Paul. Captain C. W. Batchelor. Captain Chas. W. Batchelor was born in Steubeuville, O., in 1823, and received his early education at private schools in his native town. His father was Jos. S. Batchelor, who moved from Philadelphia to Steubeuville, in 1810, and engaged in the manufacture of furniture. In 1841, Captain Batchelor apprenticed himself to Captain Henry Mason, of Wheeling, on steamer Tioga, to learn to be a pilot. In 1845 he became a full pilot, and in 1849 he bought the interest of Captain John Klinefelter in the steamer Hibernia, No. 2, of Pitts- burgh and Cincinnati Packet Line,, and assumed command. In 1853, he took command of the famous Alleghany in the same line. In 1854, he sold his interest in the Alleghany, and built the Americus for the Pittsburgh and Nashville trade. In 1855 the Americus burned, and he left the river to become BIOGRAPHICAL. 715 the active Vice-President of the Eureka Insurance Company, of Pittsburgh, and acted as the o;eneral agent in settling: ma- rine losses. In 1861 he was appointed, by President Lincoln, as surveyor of the Port and United States Depository at Pitts- burgh, where he remained until September, 1866, when he was removed by President Johnson, because he would not be- come a Johnson man. During his connection with the latter office, he disbursed over one hundred million dollars, and wound up with the Government in his debt. In 1867, he be- came president of the Eagle Cotton Mills Company, of Pitts- burgh, where he continued until 1873. In 1868 he was made president of the Masonic Bank of Pittsburgh, where he con- tinued until 1884, when he resigned, to become acting Vice- president of the Keystone Bank, and president of the Pitts- 716 Gould's history of river navigation. burgh Petroleum Exchange. He coutinues his connection with the Keystone Bank, but resigned the presidency of the Oil Exchange. He is now the president of the Natural Gas Company of West Virginia, furnishing gas to the city of Wheeling, and secretary and treasurer of the Natural Gas Company, Limited, of Pittsburgh, the first gas company that ever handled natural gas for manufacturing purposes, which was in 1875, and president of the Manufacturers and Merchants Insurance Company of Pittsburgh. During his steamboat ca- reer, he owned in and built the most of the following steam- ers: Hibernia No. 2, Alleghany, Americus, W. I. Maclay, Eunice, Lucy Gwin, Paragon, Mary E. Forsyth, Geo. W. Graham, W. R. Arthur, Emma Duncan, Darling, Norman, Guidon, F. Y. Batchelor, and the Lac La Bell, of Cleveland, Ohio. In 1885 he Avas made Chairman of the Committee of Ar rangements and Commodore of the Fleet, for the celebration of the opening of Davis Island Dam, at Pittsburgh. Captain Batchelor has been a prominent Mason for years, he having received the highest degree that can be conferred, and past Grand Commander, of the Grand Commandery of Knights Templar, of Pennsylvania. Louisville, Ky., June 20, 1889. Capt. E. W. Gould, 1620 S. Grand Avenue, St. Louis, Mo.: — Dear Sir — I have been away from home a great deal since I received your favor of April 23d, and have neglected to send you biographies of the lives of Capt. Swagar and Capt. Sherley. Inclosed I send you a copy taken from the " Ohio Falls Cities and their Counties," which I trust will be in time; when your history is published I would be glad to have some copies of it. Yours truly, T. H. Sherley. Capt. Z. M. Sherley. "This distinguished citizen of Kentucky was born in Vir- ginia, in Louisa County, May 7th, 1811. He was removed to Kentucky at a very early period of his childhood, and had for a number of years to battle with the exactions of poverty. He was one of a pair of twins ; his twin brother, Thomas Sherley, early embarked in the stock business, and while en- gaged in transporting cattle to a Southern market, was BIOGRAPHICAL. 717 drowned in the Mississippi Eiver. The resemblance of the S was so perfect that when Z. M. Sherley approached he house to inform the widow of the catastrophe she was confident that it was her husband. During a tr.p up the nver „°T832 the steamboat was hailed by a flat-boat on its way to New Orleans with produce, with a request to take the sicfc captain aboard and return him to his family at Portland. To C.£PTAIN SHBRLEY. the horror of the captain and crew of the steamboat they dis- covered th°t he mln was ill with cholera ; at that time this wT supposed to be contagious and the sick man »as fastened up in a room to battle with death by h'mself. All stood a oof from him. In hunting some needed »'' '^^' f»P "^ Sherlev a passenger on the boat, remembered that it was in the Si of the sfck man, and he went into t with great fear and trembling, in search of the missing implement, intending 718 Gould's history or river navigation. to beat a very hurried retreat. The dying man spoke to him informing him that he had a wife and little boy at Port- land whom he hoped to see before death terminated his suffer- ings. Captain Sherley could not leave the dying man, but remained by him until he died, ministering to his comfort and wants. He besought Captain Sherley to watch over the youthful life of his young son. When the boat reached Portland the captain went to the house of the dead man to convey the mournful tidings of the death. He found the widow was the daughter of John Tarascon, a gentleman who had acquired a great celebrity in his struggles in behalf of the prosperity of Louisville. He was a man of great enterprise. In due course of time Captain Sherley married the widow of Captain Taylor, and commenced his career as a business man. His wife bore him two sons, when she died with con- sumption. She was one of the loveliest of her sex. She left the captain with four children to provide for, a son and daughter by Mr. Taylor, and two sons by Captain Sherley. No one was ever able to see any discrimination in his care of these children. They were well educated and the boys were trained to business pursuits, in which they prospered. Captain Sherley engaged for a short time in the pork house business but retired from it retaining his interest in the prop- erty. He successfully run for some time a boat store, thus paving the way for that which was to be the master business of his life — the management of lines of transportation. No man was ever more gifted for any enterprise than he was for this great department. He became a prominent owner in the mail line between Louisville and Cincinnati, and his singular capacity for this great public interest was manifested conspic- uously in every feature of its management. He was known throughout the country by his great success with everything of this kind with which he was connected. He owned an in- terest also in the line of packets running from Louisville to Evansville and Henderson. He became an owner in the ferry-boat interest between Louisville and JefFersonville. Nowhere on the Ohio River were to be found boats that sur- passed the equipments of the boats between Jefiersonville and Louisville, and he thus wielded an immense trade that widely extended his fame. He was well known from Maine to the far off borders of Texas, and from the Atlantic to the Pacific Coast. As the demands for business increased, he seemed to expand his capacity for every emergency. During the civil war he was incessantly at his post, and no man was more relied on than he was by the military authori- BIOGRAPHICAL. 719 ties. He was never found wanting in anything that was needed. His judgment was ripe, his advice at all times judic- ious, and when he was called upon for action he was always ready and fully equipped for duty. When, for example, it was necessary to move Gen. Buell's army from Louisville South, Captain Sherley at once furnished means for the trans- portation of the entire force by water. The boats made their appearance at the proper time as if by magic. This was ac- complished by Captain Sherley. His knowledge, the wide acquaintance he enjoyed among steamboat men, their perfect reliance upon him, enabled him to supply the government with all it needed in this great emergency. This fullness, this promptitude, enabled Buell to reach Pittsburgh Landing in the very nick of time. Li expediting comforts and supplies to the soldiers in the field, supplied often by the ton by soldiers' aid societies throughout the Northwest and the middle States, he was the master mind to whom all looked, and he never failed in a single instance in promptly furnishing the needed means to forward the supplies. In some of these emergen- cies he seemed at times to be endowed with a species of ubi- quity. In all these matters he fulfilled to the letter, and in the fullness of its spirit, the apostolic injunction : to be " in- stant in season, out of season I " It was remarkable how he met every emergency; how successfully every one of these de- mands upon his capacity was carried out. He thus gave free and speedy transportation for supplies that would have footed up thousands of dollars if charges had been made. It was a consolation and reward to him to know that no suffering sol- dier was kept out of supplies by any remissness on his part. When the last battle was fought, before its smoke cleared away, he became conspicuous in his active, enlarged and ju- dicious spirit of conciliation. He at once evinced his desire that all should be blotted out, and that we, who had met as hostiles, should become one in all things. He carried this out in all his conduct; he remembered in the calamities of the South, the gentle ofiSces of mercy, kindness and beneficence. In these highest traits of humanity he was as active and un- ceasing as he had been durincj the war in doings all in his power to bring about this result — the peaceful solution of a perplexing problem. In the pursuit of this object he enjoyed the esteem and confidence of the chiefs of the governing au- thorities, and his advice was eagerly sought and usually obeyed. In this way Captain Sherley wielded an immense influence for the welfare of his country. It was very quietly exercised, but was not, thereby, the less effective. 720 Gould's history of river navigation. In the city of Louisville bis judgment and management were eagerly sought, and the}^ were in the highest degree use- ful in their various exercises. He was a trustee of the med- ical department of the University of Louisville for a number of years, and was efficient and faithful in the performance of his duties of the trusteeship. For a number of years, indeed, up to the time of his death, he was a member of the Board of Trustees of the Kentucky Institution for educating the blind, and of the American Printing-house for the Blind. In the duties devolving upon him in these two trusts he was remarkable for the excellence of his services. In the heating apparatus for the institution, in the alterations of the building, in the stucco work on the house, his labors were al- together invaluable ; in these he has left testimonials that will be fitting monuments to his noble memory. He was for a number of 3'ears a trustee of Cave Hill Cemetery. Through his active agency a number of deforming obstructions were re- moved and graces of beauty and taste were substituted for them. We never see them without awakening memories in the mind that materially aid in evoking them into monuments that supply food to the taste and delight the eye by their beauty. In all these departments of duty Captain Sherley has left conspicuous traces of himself as imperishable as the material on which his tasteful and wise labors were expended. In all his business ways, his management of everything, he was remarkable for the quiet and unostentatious way in which he succeeded. No braying trumpet ever attended him in his movements. Captain Sherley was married three times. The first wife was, as we have mentioned, Mrs. Taylor, a member of the celebrated Tarascon family. The second one was Miss Clara Jewell, of Louisiana; the third, who survives him, was Miss Susan W. Cromwell, of Fayette County. A single son by each of these wives survives him. He left a large estate which was divided among these four heirs. The afHictive illness which carried him off was cancer of the stomach. This de- prived him of appetite, and during the last twelve months of his life he rarely felt any disposition to take any kind of food. His mind was remarkably clear, and he attended to a variety of business with an unclouded intellect. This was very con- spicuous in all his affairs long after his debility drove him to bed. Indeed, this was his condition up to near about the time the cancerous tumor of the stomach ate through his duodenum. At 2 :15 o'clock on the morning of February 18, 1879, his long, beautiful life closed upon earth, amid a host of sorrow- BIOGKAPHICAL. 721 ing friends and relatives. He had become a member of the Prei^byterian Church some time before his death, and his hours of consciousness were, as his life had been, peaceful and calm. His funeral was attended by a multitude of his admir- ers, the RfV Messrs. Simpson, Wilson, Humphrey and Tyler officiating. His body reposes in the beautiful Cemetery of Cave Hill, which he did much to adorn and beautify. Thus passed away from among us one of the most perfect types of manhood. He was a citizen of whom the common- wealth has just reason to be proud. In all the duties of good citizenship, he took a delight in advancing the welfare of his fellow-citizens. Calm, self-possessed, thoughtful and intelli- gent he rarely ever made a mistake in the conception of what it was right and proper to do, and he unwaveringly walked in the pathway which his judgment approved. He was greatly beloved, and he commanded an amount of confidence amonsr those who sought his advice in their troubles, and we know of many hundreds of this kind that never were misplaced. It is incredible what multitudes of such cases went to bim for guidance, and how cheerfully and calmly he aided and be- friended them. He had a groat number of relatives to whom his beneficence and kindness were unceasing. As a son, a bi'other, a husband and a father, he was a great exemplar. In his friendships he was rarely ever equaled ; if he had any enmities, he kept them concealed. Upon the occasion of his death, the various and numerous bodies of citizens with which' he had long: been connected in the transaction of public affairs, met and took action upon the great bereavement they had experienced, and expressed their sense of the great loss they had experienced in his death." Captain Joseph Swagar. " The hero of this brief sketch enjoys the honor, doubtless, of being the oldest retired steamboat captain in the Mississippi Valley. Now, about to round his ninetieth year, he is still in marvelous health of mind and body, with his physical faculties almost unimpaired, save for some dullness of hear- ing. His clear and vivid recollections, stated in his graphic yet simple way, go back, as will be seen below, almost to the very dawn of the new era in river transportation in this Western World. Captain Swagar is a native of the Keystone State, born in Montgomery county, then thirteen miles north of Philadelphia, 46 722 GOULD S HISTORY OF RIVER NAVIGATION. on the 29th of October, 1792. When but eight years of age, when the glorious nineteenth century was coming in, he went with his parents to reside in the Quaker City. Five years more passed in the pleasant pursuits of home and the schools of that time, when, at the age of fourteen, he was apprenticed to a coppersmith, and in seven years became thoroughly mas- Captain Joseph Swagar. ter of the trade in all its branches, as then practiced. He then, late in 1815, decided to try his fortunes in the almost wilder- ness West, came across the mountains to the Ohio, and for lack of better conveyance just then, embarked in a flat-boat for a voyage down that stream. It was caught by cold weath- er and much ice at Maysville, and young Swagar pushed into the interior, spending the remainder of the winter at Lexing- BIOGRAPHICAL. 723 ton. The next spring — sixty-six years, two o;enerations ago, be it noted — he reached Louisville, with which most of his busy life since has been identiiicd. He shortly engaged to take two flat-boats, with cargoes of bacon, whisky and tobacco, to New Orleans, where he remained about three months, and then took ship for Richmond, Virginia. On this voyage he came near being shipwrecked on the Florida coast; but hap- pily escaped, went on to Richmond, and reached Philadelphia again the same year (1816). He had taken a fancy, however, to the rising and hopeful village by the Falls of the Ohio ; and after a little rest at the old home, he started again toward the setting sun, to make a new one in Louisville. He tarried a little at Pittsburgh, and there, l)y arrangement with the owners, contracted for the copperwork to go into the Hope Distillery, then about to become the most flourishing industry in this place He engaged as an engineer in it upon his arrival, and completed its works by 1818. There were few skilled mechanics of any kind then in town and Mr. Swagar found his services considerably in demand. Messrs. David Prentice and Thomas Bakewer, in the year l)e- fore that last noted, started their foundry here, and turned over to him all their steamboat machinery that needed repair- ing. He served them profitably until 1821, by which time the foundrymen were considerably in his debt; and to extin- guish this in part, he took an eighth interest in the new steam- er Magnet, which they built the next year, and of which Cap- tain J. Beckwith took command. Mr, Swagar's turn came the succeeding year (1823), when he mounted the deck of his first vessel as master. It was the well remembered Plowboy, built that year, of which he also owned an eighth. It was a very light-draught steamer, drawing only three feet when emp- ty, and built after the pattern of a schooner. He according- ly, in 1824, took her up the Wabash to Terre Haute, and gave the wondering natives in that quarter and along shore their first glimpse of a real steamboat — a sign which some of them, it is said, went thirty miles to see. Until 1828 Captain Swagar was chief officer of the Plowboy. Then he went to Portsmouth at the mouth of the Soioto, bought the orio-inal Diana, and ran her two years. As /)neof her longer and more eventful trips he went up the Missouri >vith her to Council Bluff's in 1829, taking up the Sixth regiment of regular infan- try to Fort Leavenworth, and returning with the Third regulars. Two years afterward he built a boat which made a yet more notable voyage for that period, which deserves to be permanently recorded in history. We will let him tell the 724 Gould's history of kiver navigation. story in his own words, as communicated to the Courier- Jour- nal in the sprinoj of 1880. "After the total failure of the Colonel-Dick-Johnson expedi- tion, up the Yellowstone in 1819 and 1820, the Missouri River was deemed unnavigable for steamers. The Fur Company sent all their supplies to the trading-posts on the Missouri River and Yellowstone, in barges or keel-boats until the build- ing of the steamer Yellowstone in 1830-31. I had run the Diana up to Fort Leavenworth, with a keel-boat in tow, with perfect success the year before, and assured the Fur Com- pany that I could build them a steamboat that would go to the mouth of the Yellowstone and back with as much certainty as to New Orleans and back ; that all that was required was a boat of easy model, strong, plain engine of sufficient power, etc. The engine of the Yellowstone was at least fifty per cent, heavier than those usually built at that day. This steamer made one voyage a year to the Yellowstone and back to St. Louis, without breaking her engine or serious causalt}^, until the hull was deemed unsafe from decay. I superintended the building of this boat without pay or charge, as I had prom- ised the boat builders that they should have at least one boat to build per year. My pride of citizenship induced me to labor to make Louisville famed for building steamboats and engines of a superior class for speed and safety." In 183<3-37 Captain Swagar built the steamer Antelope for the same company, which successfully navigated the turbulent Missouri. He had started the first ship-yard here in 1829, and the next year completed in it the first steamer built on this side of the Falls, after the Governor Shelby (the Don Juan), and also built the Yellowstone. Owning three-fourths of the vessel, he took personal command, and ran her for two years ; sold out and built the Diana No. 2; ran her one and one-half years, and sold to the Fur Company ; built the General Brown in 183G, for himself. Captain Frank Carter (now superintendent of the Cincinnati line of mail packets), and D. S. Benedict. This was the fastest boat of her time. The next year he sold her to his partners and others, and built the Diana No. 3 ; which, in 1838, at a time when a pre- mium of five hundred dollars in gold was offered to the steamer which should get here from New Orleans inside of six days, brought the mails up in five days twenty-three hours and fifteen minutes. From 1842 the Captain himself ran the Diana No. 3, until she was somewhat worn, when he recon- structed her for the Diana No. 4, which he commanded one year and then sold. In 1845 he built the Homer, ran her two BIOGRAPHICAL. 725 years, and then, in 1848, at the age of fifty-six, he retired permanently from the river. In the year 1849 he made the overhiud trip with Bryant's company of emigrants to California, a trip of two thousand two hundred miles, with a pack-mule train; but returned the next year. In 1854* he was instrumental, with the late Capt. John Shallcross and others, in getting up the first law for the regulation of steamboat navigation through Congress. The next year he was appointed local inspector of hulls at Louisville, and held the post until 1861. Since that time he has been substantially retired from business, although for some time about 1865 he was President of the Franklin bank. Capt. Swagar was married in 1819 to Miss Mary Walter, of Louisville, sister of Jacob Walter, well known in local history as a lively speculator of that age. She died in 1835, and he was remarried in 1839, his second wife being Rachel Moore, of Philadelphia, descendant of one of the emigrants with William Penn. She survived until February 1, 1870. His children living are but two — Frances, daughter of the former wife, now wife of Joseph Clement, long a hardware merchant in Philadelphia, and has three children ; and Ella S., daughter of Mrs. Moore-Swagar, married Thomas H. Sherley, a prominent business man in Louisville, and they have five children — three daughters and two sons. Captain Swagar lost eight children, four by each marriage — among them a very talented and promising son, Charles M., who after a varied and eventful life, died in Paris in 1871." Capt. John W. Cannon. The following short letter from his son indicates the energy and perseverance so thoroughly prominent throughout Capt. Cannon's life that to those who knew him it is not necessary to add anything. Laudable ambition was his peculiarity. Honesty and integrity marked his course through life. Kind- ness, generosity and suavity were prominent virtues in his character. His great ambition to excel all competitors involved his health and his fortune. And although a man of remarkable physique and ofgood judgment his ambition probably destroyed both. To his enterprise and ambition the merchant marine of the Mississippi Valley is largely indebted for the world renowned elegance and speed of its steamboats in the past. The accompanying cut is a photograph of the steamer Rob- * This should probably 1)3 1851. 726 Gould's history of river navigation. eit E. Lee as she :ip])eured on her arriviil at St. Louis after her great race with the Natchez in 1870. Capt. Cannon's name is so familiarly associated with that of the " Bob Lee," that to speak of the one involves that of the other. It is claimed by the friends of the Lee that she was the champion of Western waters. The record shows that she made the best time from New Orleans to St. Louis ever made and also to most of the points below St. Lo^iis. Whether the circumstances attending the great race against time, made by the first J. M. White in 1844, were such as to deprive that boat of the championship she so long enjoyed will probably always remain a moted question. The last boat of that name left an imperfect record of speed, although there is no doubt she was the fastest and the most elegant steamboat ever built for Western waters. New Orleans, April 10th, 1889. Capt. E. W. Gould, tit. Louis, Mo.: " Dear Sir — Agreeable to promise I now write 3'ou con- cerning my father. John W. Cannon was born June 17th, 1820, on a farm, two miles above Hawesville on the Ohio River in Hancock county, Ky. ; his tution at school he paid with money earned by rail-splitting. When a young man he made a trip down the Mississippi with a flat-boat laden with coal and hoop-poles ; then he went on the Ouachita boats as cub pilot, paying for that privilege by sundry work on the boat. After leaving the river, by strict economy saving his earnings, and with the aid of friends he built the steamer Louisiana, which boat was destroyed by the explosion of her boilers at the New Orleans wharf just on the eve of departure ; a large number of persons were killed by the accident. Then he built the following boats : S. W. Downs, Bella Dona, W. W. Farmer, R. W. McRae, Gen. Quitman, Vicksburg, two R. E. Lee's, J. W. Cannon, Ed. Richardson. Owned the Rockaway, Anna, and interests in a number of boats that I have no knowledge of. Father was attacked in the prime of life by pneumonia brought on by neglected colds which settled on his lungs, and after many years of physical misery died at his home in Frankfort, Ky., April 18th, 1882, where he is buried. I trust from the above you will be able to get what data you may need for the book to be published. With my kindest regards and best wishes for your health. Respectfully yours, etc., W. L. Cannon. BIOGRAPHICAL. 727 THE BEST RECORDED TIME EVER MADE OX THE MISSISSIPPI. 728 Gould's history of river navigation. PROMINENT NAMES THAT HAVE CROSSED THE KIVER. Among the foregoing, whose biographies and auto- biographies have been briefly sketched, will be missed the names of many of their cotemporaries, the honorable mention of which in this connection would awaken pleasant memories of the past in the minds of thousands of their survivors, and add much to the interest of these pages. It was the hope and expectation of the author to enlist a much larger number of contributors to this part of the work. But the modesty of the survivors and the appai'ent apathy of the part of those whose friends have crossed to the other shore, leaves a vacancy in the history of this great factor of Western civilization much to be regretted. Among the many prominent names that will be recalled on the Ohio River that are not mentioned in this work, are Captains Forsythe, Jacobs, Beltzhoover, May, Wood, Campbell, Bennett, Woodward, Smith, Stockdale, Reno, Poe, Hazlett, McLain, Mason, List, Pierce, Rogers, Pepper, Stine, Summons, Kyle, Shallcross, Bashum, Goslee, Sturgeon, Van Dusen, Woolfolk, Hite, Montgomery, Mekin, Irwin, Benedict, McConnell, Hil- dreth, Faucett and many others. On the Upper Mississippi such familiar names as Taylor, Van Houten, Reynolds, Loockwood, Able, Eaton, Miller, Fitheon, Bernard, Warner, Whitney, Roe, Ranney, Moore, Hawk, Jewett, Welton, Weaver, Cameron, Gorman, Ater, De Witt, Sweeney, Middelton, McCune, Johnston, Freeland, Stettinius, Price, Blood and many others no less worthy, will long be remembered without an epitaph. The Lower Mississippi too, has its mementoes of the past, in such names as Holmes, Smoker, Hart, Cotten, Strecke, Hooper, Kounz, Sinnott, Burdeau, Blanke, Tobin, Brown, Kennett, Achin, Lee, all worthy of an epitaph in a history devoted to the great industry in which they were among the promi- nent actors, the absence of which may suggest to their sur- vivors the consistency of writing their oion epitaphs before crossing the river for the last time. No profession in life is more frequently called upon to make sacrifices and to contribute to the worthy and the unworthy than the Western river boatman, and none are more ready to contribute to the cause of humanity. AN OFT TOLD TALE. 729' Steamboat Book-Keeping of Long Ago, The following imaofinarv dialoojue so well illustrates what many steamboat men and owners have been familiar with, it deserves a place in these reminiscences before the closing chapter. It is from the Sketch Book of St. Louis, published in 1858. " From the simplicity of the practical forms now in use for cash books, freight books, passage books, etc., the limited variety of transactions and the uniform manner of adjusting each trip's work in the ordinary routine consequent upon doing a cash business exclusively, many have been led to suppose steamboat book-keeping to be a very easy and simple thing. While to the thorough accountant and experienced steamboat clerks, such is the fact, but in a great majority of cases the reverse holds good. That is, steamboat book-keeping without the knowledge of mercantile book-keeping, is more complex, varied and difficult than the latter. And why should it not be so? Steamboats incur responsibilities, contract debts, deliver goods without pay, just as merchants do. They often speculate just as merchants speculate and not unfrequently negotiate bills of exchange " to raise the wind " or to make ends meet under circumstances that would make a levee merchant blush. I have known a man to purchase a steamboat without a dollar in hand, drop her down to the wharf, stick up his "shingle" for New Orleans, get a full cargo, step into one of our offices, effect an insurance on his freight list, negotiate a bill of exchange on his agent in New Orleans to pay charges and outfit here, make a successful trip or two, pay for his boat and in sixty days be on the lookout for another similar speculation. Such, and three times as much more of a kindred nature, not unfrequently falls under the observation of any one whose duty calls him to wade through lots of books where such trans- actions have been involved. Understanding: one account an alternative is left him, that is to throw all transactions into his cash account. Recapitulate and hand over a cash memorandum to his suc- cessor. This clerk turns over a new leaf, counts the actual cash on hand and commences his work on a " clean sheet," but pays no further attention to the " "cash memorandum." (It being no part of his business.) 730 Gould's history of river navigation. The memorandum is soon misplaced or lost, debts due the boat remain uncollected and bills against the boat commence coming in, of which there is no entry in the books. The season advancing and the receipts falling off, the owners conclude to " tie up." Whereupon the following in- teresting conversation occurs : — Owner. Well, Cap, what is the word? Captain. Gentlemen, we have had a fine run, a splendid business, curried more freight and passengers, made better time, burned less wood, carried less crew, had the best steward in the trade. Indeed, gentlemen, it is acknowledged by all hands in port and out of port, high water or low water, that she is emphatically the boat. Owners. Good morning, Mr. Clerk, what's the good news with you? Clerk. Good morning, gentlemen ; right side up ; only give this boat a good chance and " she'll stack you up a cord of it." doners. What do you mean by a good chance, Mr. Clerk? Clerk. Get the owners to square off the old debts up to date ; put in an extra boiler ; paint up and put her in first- rate running order, and let Capt. manage affairs to suit his own notion. Owners. How far short will she be after paying off as far as she is now able? Clerk. Can't tell exactly; indeed, a Philadelphia lawyer could not tell from the manner in which those books have been kept, up to the time of my taking charge of them, bills are coming in every trip; hut, so far as known, about fourteen hundred dollars will be the pile. Owners. Well, well, this will do pretty well for green hands at steamboating. A splendid boat; a fine and popular cap- tain ; an economical steward ; had a splendid run ; made lots of money, but no cash on board. This might be thought a fancy sketch by some, with a few thousand dollars in spare cash, just ready to embark in a steamboat speculation. But it is our candid impression that if an infallible medium were to issue a narrative containing the history of steamboating, and the Kves of steamboat owners, especially of those who are not familliar with steamboat accounts, the facts disclosed would prove that hundreds of captains, pilots, engineers, etc., had been ruined, or bank- rupt, and thousands of dollars squandered by incompetent, inexperienced and careless steamboat clerks." It must be recollected that this picture was drawn in 1858. THIRTY years' EXPERIENCE. 731 We have had a good deal of experience in the last thirty years : We have passed through four or five years of war, which developed a good deal of rough clerking; some fine speci- mens of speculation by contractors and star-routers; some loyal patriotism that thought Uncle Sam was an old goose and ought to be picked, and some magnificent specimens of steal- ing, that have entirely laid in the shade all the little shortings thiit have been developed by incompetent and unreliable steamboat clerks since the introduction of steam. Then, again, we have seen the demoralizing effect of the love of money upon men in high position in civil life, alder- men, bank officers and confidential clerks. So while what the expert book-keeper of 1858 declared he believed was true, we have the satisfaction of thinking they were not of all men the greatest thieves. We also have the satisfaction of knowing that steamboat clerks of the present day are competent, and as honesi as the average of mankind, who are obliged to work for less money than will support them, and then only get employment half the time. Besides, if they were inclined to purloin, steamboats have not the money to steal they had at the time above referred to. However, the picture of the expert is no ideal one, but will call to mind many cases where precisely the same state of facts, if not the same language, has existed in the experi- ence of many men who have long been ensaored in the business. The failure or want of success does not, however, as this expert intimates, always or, indeed, in the majority of cases, arise from dishonest clerks, but from incompetent masters, not as sailors or practical boatmen, but as good business men. There is no position in life where a more thorough knowl- edge of men, of general business transactions, of what is due to patrons, to the employed, and to politeness, than is neces- sary in a man in charge of a good business steamboat. The practice of placing a man in charge of a steamboat because he was a sailor, or familiar with the duties of a master, or what is known as a good boatman, without the other qualifications has done more to ruin the success of owners, and bring dis- credit upon the occupation, than the ignorance, or lack of integrity on the part of steamboat clerks. 732 Gould's history of river navigation. Fifty Years' Observations Condensed. Ill the lifetime of a nation fifty years is but a span, ^ moment of time. Bat in the life of an individual, if an event- ful life, how much is often crowded into it. How much of interest, if remembered, could be related of the events that have transpired under the observation of even a boatman on the Mississippi. While these pages chronicle events covering a much longer period than fi'fty years, in closing this desultory history it may be interesting to note a few of the more striking changes that have occurred in the valley within the observa- tion of one man, and will illustrate the changes that are rapidly being evolved. A recent trip (1889) along the principal streams of the valley, has given the writer an excellent opportunity to con- trast the situation, the condition of things j^yify years ago with the present time or then and now. Commencing at New Orleans, the natural culminating point of the principal river commerce of the great valley, from the deck of a steamboat one is struck with the great change that is presented to the eye of one who was familiar with the scene fifty years ago. Even thirty years perhaps has wrought a greater change. Then, all was life and animation, no commercial scene prob- ably in the world equaled that of New Orleans during the business season from 1840 to 18G0. No mart, or area devoted to commercial purposes, could excel the wharves in that city in the amount of business trans- acted, the number of vessels engaged, the number of drays that were employed, or the cosmopolitan character of the people that thronged them. Now, how changed — instead of the moving panorama of human, animal, and vegetable life, revolving in quick succes- sion throughout the immense space devoted to commerce, the iron horse with long trains of cars and numerous depots, sheds, etc., occupy the principal space on the levee, while the water front that was then occupied by so many steamboats, flat- boats, and sailing vessels, is now occupied by comparatively few of either, but with many large steamships, grain-barges, tow-boats, coal-boats, sailing craft and a few steamboats. NOTABLE CHANGES ON THE COAST. 733 There are no statistics at hand by which to determine the ag- greo;ate amount of business noio and tlien. But while the city is supposed to have added 150,000 inhabitants to its popu- lation \\\ fifty years it is evident its commerce has largely in- creased, although judging from a casual observation on the wharves one will naturally conclude there has been a large fall- ing off from its most prosperous years. Then there were no railroads. Now there are seven lines of roads centering at New Orleans. Modern ideas are developing in every direction. Progress and evolution are written in bold relief in many parts of the city. Buildings that would do credit to any city are being erected, and many private residences indicate a degree of wealth and refinement unknown in the earlier days. Great improvement is observed in the sanitary condition of the city, resulting from paving the streets with granite blocks, and in a more perfect drainage. Much yet remains to be done in that direction, and when properly done as now proposed, no city will present greater attractions to visitors or to business men. Its system of street railroads is unequaled, many of its streets are wide and tastily shaded and its system of electric lights throughout the city surpasses that of an}' other. No greater change is observed than in the character and habits of the people. This arises largely from the change incident to the emancipation of the slaves and a more general adoption of American customs. Its close proximity to the West India Islands, to Central and South America, to the Pacific Ocean, via the Isthmus routes which are soon to be opened, to commerce ; with ex- tensively improved water communication extending to all parts of the valley, it can only be a c^uestion of a' few years when New Orleans will realize greater changes than it has in the h\st fif ty yeais. In passing up the river from New Orleans /iffy years has wrought many changes which are painfully apparent. Not so much perhaps in fifty as in forty years. This is evidently caused by a change in the system of labor too. Many large, fine sugar plantations are much neglected. Some others are abandoned and overgrown with willows and weeds, many sugar houses are in ruins andelegant dwellings going to decay. Where once was seen rows of 20, SO, 40 and 50 neat comfortable cabins for negro quarters, many are gone or de- serted while the occupants are scattered and many of them have become vagrants, wandering up and down the earth, while 734 GOULD S HISTORY OF RIVER NAVIGATION. Others ;ire squatting along the banks of the river in little shanties, subsisting on ci'awtish, garden truck and an occa- sional day's work they can chance to get from " ole massa " or his more fortunate successor. Even that univ^ersal resort to which all poorer classes on the coast formerly claimed as a Common heritage, whether slave or free, no longer avails them, as there is no sale for drift-wood. Both sugar houses and steamboats have substituted coal for fuel in a large de- gree. If such was not the case, it is doubtful whether the negroes have sufficient energy to catch the drift and prepare it for fuel. Most of the larger estates that owned and worked from three to six hundred hands have changed owners or been subdivided until they are no longer recognized as the beautiful places oi fifty years ago. In many places may l)e seen along the banks of the river, just in the rear of the levees, collections of small houses, cabins and tents, among which one of larger proportions is designated the store, occupied by a son of Abraham, dispens- ing the necessaries of life to the children of Ham at the small profit of one hundred per cent, " being zust what he cost me, ■ so help me gracious." There have been since the war but few improvements, and no new land added by clearing up th« swamps. This is not only true on the coast, within the sugar-belt, but extends all the way to Cairo ; nor docs there appear much improvement in the small towns and parishes even up to that point, and many that were in embryo fifty years ago have disappeared altogether. Baton Rouge is the first point above New Orleans that seems to have aroused itself and responded to the demand to " fall in " and join in the march of improvement that its position entitles it to do. Leaving many towns in obscurity that had large pretensions fifty years ago, Natchez is still found sitting upon a hill that cannot be hidden, and while evidences of prosperity and pro- gress are apparent, it has. not m ide rapid strides commen- surate with the beauty of its location or of its early promise. One hundred years ago Natchez was an important point, and the laro-est and best known town above New Orleans on the Mississippi. " Natchez under the hill " had a notoriety known to no other point in the great valley. But the great tornado in May, 1840, swept from sight nearly all the buildings and flat-boats that had so long served as a rendezvous for the thousands of desperate and dissolute that congregated there. That portion VICKSBURG ON WALNUT HILLS. 735 of the city has never been re-built, but the destruction on the hill has long since been obliterated by new and improved d\vellino;s and business houses. Passing several which were embryo cities JifCt/ years ago, Vicksburg, or what was known as the 3d Chickasavj Bluff, has survived the fierce onslaught of the Federal forces under General Grant, and the effects of Yankee shells from Young's Point, and still presents the most picturesque and beautiful view from the river to be seen from New Orleans to St. Louis, And notwithstanding, the river in its natural course has suc- ceeded in doing what General Grant could not do, and has left the city a mile distant from its channel, through the capacity of Government engineers and the liberal appropriations from Congress, Vicksburg still maintains its commercial import- ance, and has high hopes of continued prosperity. The quiet and unpretending little city of Lake Providence, bordering on the shores of the picturesque lake of that name,, seems to about hold its own, and serves to awaken pleasant recollections in the minds of travelers and navigators o^ fifty years ago. Fifty miles above is Greenville, a modern little city unknown to fame fifty years ago. But if the Govern- ment succeeds in arresting the city plat from its tendency to cave and fioat off, there seems good reason to believe the enterprise of the Hebrews and other nationalities there, will succeed in building a city of some magnitude. The once well-known towns of Columbia and GainesLanding have ceased to attract attention and are only remembered for what they once were. Arkansas City, fifty miles above Greenville, is a modern town, and at one time had high expectations, from the fact that a railroad connected it with Pine Blutf and other interior points in Arkansas. But the argus eye of Jay Gould was at- tracted by the volume of business arriving there by steamboat, and a branch road settled the question, leaving Arkansas City to wonder in amazement at the effect of one man's suo-oestion. At the mouth of the Arkansas River where once stood the famous city of Napoleon nothing remains to mark the spot, and its classic grounds have long since floated into the Gulf of Mexico through the jetties. The mouth of the White River or Montgomery's Point, the bloody ground of fifty years ago, and the resort and hiding place of MiuTers gang, and river pirates and desperadoes, has long since followed its rival. Napoleon, and deposited in the waters of the gulf the remains of a greater number of out- laws than any other point on the Mississippi can boast of. 736 Gould's history of river navigation. Friar'' s Point has changed but little in appearance in fifty years, but Delta has disappeared. Helena has " fought a good fight," and arisen from a sub- merged bed of river deposit, and the energy and enterprise of her citizens has excited the admiration and sympatliy of the Government, which will probably result in more perfect pro- tection in the near future. Sterling, Austin and Commerce have but little left to indi- cate their importance ^y^?/ years :igo. Memphis stands out in bold relief, and in striking contrast with the 400 miles of what is yet often submerged bottom- lands, that we have been passing since we left Vicksburg on the third Chickasaw Bluff. Here, on what was familiarly known as the Second Chicka- saw Bluff, in the early times, has sprung into life a beautiful city of 100,000 inhabitants, \N\\m\\ fifty years ago could hardly boast of one-tenth that number. After traveling hundreds of miles through the low wilder- ness country, destitute of even the thousands of cord-wood piles that lined its banks ^y?^ years ago, and the numerous steamboats, and yet more numerous flat-boats that were never out of sight, Memphis rises like an oasis in the desert, to dispe the thought that we have retrograded — that we have been taking a Kip Van Winkle nap for the ]i\'^t fifty years. Notwithstanding the absence of the large number of steam and flat-boats, that once crowded the levee in front of the city, and covered its limited wharf with cotton bales and the importations from all other countries, enough remaius to con- trast the progress in fifty years, and to note the fact that Memphis has caught the inspiration of the age, and is no longer wedded to the old ways of transportation, nor of the manner of doing business in ante bellum times. New Orleans and other rival points must look well to their interests, or Memphis will eclipse their cotton aspii'ations and leave them in the shade. What has been said of the country below Memphis will apply even up to Cairo. Leaving Memphis, the first old land mark, Randolph, is about " snowed under," and lost its im- portance, if it ever had any, as a shipping point. Osceola is obscured from view by the large tow-head in front of the town, although claiming to be among the progressive points in Arkansas. The fleet of government boats laying at the upper landing is about all that changes the place in appearance now from fif^y yeors ago, except the large tow-head in front of the SINKING OF STEAMBOAT KNICKERBOCKER. 737 town. The same monotony continues, only intensified hy the absence of the immense piles of cord-wood, and wood-boats, that formerly lined both shores, until reaching Mrs. Merry- weathers ( now Caruthersville), Point Pleasunt and New Madrid. These places occupy about the same position and importance as formerly. The latter point, however, being still on wheels, gracefully recedes as the river encroaches upon its sandy foundation. There is scarcely enough left of Island Number Ten to mark that famous battle ground, in the early days of the rebellion, when mortar practice with whistling shells, and rifle pits was the chosen mode of warfare. Mills Point, or Hickman, as it is now called, has increased in size and population slowly. But when a railroad reached it, which was supposed to increase its importance as a commercial point, the immense tobacco trade, of which it had a monopoly, was directed to other points and Hickman soon lost its pre-eminence as a shipping point. The Chalk Banks and Columbus, or as formerly known, the " first Chickasaw Bluff " still holds its own against the resist- less force of the Mississipj)!, which has for long years can- noned against its side, leaving the little town of Columbus undisturbed; while its commercial importance was carried off by the first train of cars that crossed the ferry to the Iron Mountain Railroad many years since. FiftT/ yecn^s has done much to bring Cairo to the front, and to protect it from the floods of the two " River Gods" that unite here and carry commerce and devastation on their way to the gulf. It is now just fifty years, or in 1839, this writer had an eventful experience at Cairo, which then had but a single house to mark the spot in high water, but many flat-boats and water craft moored at the shore, vvith one larger one, kept by a Mr. Falls, a very accommodating, agreeable Irish- man, who lived across the river at Birds Point, in Missouri, and did business at Cairo. The channel of the Mississippi at that time was close down the Illinois shore and very near where the " Haliday House " now stands. The two islands that have since occupied the bend above, have each in turn been removed and deposited on the point at Cairo, and in turn have again been washed down until at pres- ent the point and the channel are more than a mile below tlie town. The one house was located near the Mississippi, and stood upon posts several feet above the ground. It was a two- 47 738 Gould's history of river navigation. story frame, some 150 feet long, divided into compartments, and used for a hotel, a private dwelling, a store house, and in fact for anything that needed shelter. Ill coming out of the Mississippi with the steamer Knicker- bocker, she struck an obstruction on the bottom about two miles above the point, knocking a large hole in her knuckle and bottom, which, upon going into the hold, I at once saw would sink the boat very soon, perhaps before we could reach the shore at Cairo. But as the current was too strong, and the river too full of snags and trees, which were then just fall- ing in with the bank and the island, I ran to the hurricane deck and instructed the pilot (Capt. John Carlisle), to get the boat around the point at Cairo, if possible, that being the only safe place we could reach to land the large numl)er of passengers on board. In rounding the point he shaved the bank so closely one could have nearly reached dry land by jumping from the guards of the boat. She was landed among several flat-boats, with but little regard to the manner of landing, and the passengers and crew availed themselves of those floating craft to escape from the rapidly sinking boat. We had barely time to run a hauser to a big cotton-wood tree then standing on the bank, to prevent her sliding into deep water, when she went down. The boat was loaded principally with lead, and sunk very quicklv. There were no lives lost except that of stock, and of them but few could be unloosed in time to save them. As is often the case in time of peril and excitement, some amusing incidents occurred which become indelibly fixed in my mind. After the boat struck the snag and it was announced she was sinking, in going from the lower deck to the roof, I passed through the cabin to see that the passengers were all called, as it was then early in the morning. I found every- body up and in the cabin, but no one had finished their toilet, nor did they seem to know or care anything about toilets or clothing. One gentleman from Palmyra, Missouri, had a large number of slaves on board he was taking to New Or- leans for sale. He came rushing forward from the after part of the cabin, with his pants and one suspender and one boot on, and a life-preserver in his hands, which he was trying to inflate, crying at the top of his voice: " Where are my niggers, where are my niggers? " But the negroes were saved and re-shipped, as were the other passengers, to the place of their destination. The liffht freight and other movable things about the wreck LEAD MINING AT CAIRO. 739 ■were soon disposed of by the river pirates, iind others living along the shores. As this was before tbe introductiou of diving-bells and wrecking-boats, the cargo (lead) remained for many years in the hull, and was in after years a frequent resort of the diving- bell men in dull times, and proved a lead mine worth working, A stay of some weeks at the wreck made a lasting impression upon my mind as to the accommodations of the Cairo hotel and the value of water lots. Until the Illinois Central Railroad built its track along the bank of the Ohio in front of the town, the growth of Cairo was slow. Since that time it has made commendable progress, and if its business is not interrupted by the building of rail- road bridges, in the near future, and the Government continues its protection of the river banks, there seems uo good reason why Cairo should not show greater improvement in the next fifty years than it has in the last. So far as the improvement on the banks of the river above Cairo go, there is no advantage over those below Cairo. With the exception of Cape Girardeau and Chester, ^/^y years has made no change for the better, until St. Louis is reached. These two places seem to have over- shadowed all others along the river, and made some advance; they being the principal railroad points may account in some degree "for their improvement. In all the changes that fifty years has produced between New Orleans and St. Louis, none are so marked as the changes in the number and character of the floating craft on the river and the changes incident thereto. Then and Now. Then a steamboat of 1,000 tons capacity was never seen. Noic those of 1,500 tons are not uncommon. Then a boat with two engines was unheard of. Now it is not unusual for them to have six and sometimes even more. Then a doctor or auxiliary engine for pumping water into the boilers was not thought of, and a steam whistle never heard. Now they are universal. Then the use of steam to work the capstan or to handle spars had not been adopted. Now no boat is without them. Then loose planks were used to construct a stage or gangway at every landing. 740 Gould's history of river navigation. Noiu a substantial stage is always suspended and ready to launch into position for use I)y the power of steam by the tine the boat strikes the landing. Then the use of coal for steam on Mississippi River boats had not been adopted, and " wooding the boat" was an im- portant feature which even the deck passengers were expected to take part in. Noxo wood is seldom used except for culinary purposes ; not even torch- wood is required, as the almost universal elec- tric light supersedes all other modes of artificial light, and is one of the greatest auxiliaries to safety, convenience and econ- omy that has been introduced since the application of steam to navigation. Then boats were constructed with the ladies' cabin in the hold of the boat, which was open, and in the afterpart. The o'cntlemen occupied a cabin overhead, located nearer forward, — state-rooms were not thought of, nor a Texas for the crew pro- vided. Then a tow-boat with barges of produce or merchandise, or a tow of coal boats was never seen. Now a larger amount of both are thus transported than is carried on ordinary steamboats. Then a steamboat was seldom out of sight, night or day, and to see twenty flat-boats at one time was no novel sight. Now to meet or pass a steamboat attracts particular atten- tion and a flat-boat or l)road-horn with produce is seldom seen, while tow-boats with large tows of barges loaded with produce or merchandise are not unfrequently in sight. In a good stage of water in the Ohio River a tow-boat with fifteen or twenty loaded coal boats going down the Mississippi, or the same number of empty boats going up, is no rare thing. Then no beacon light was seen on the banks to assist a pilot in finding an obscure landmark in a dark stormy night, or relieve the anxiety of the captain who has been standing on the hurricane deck watching for an ugly snag, or a dangerous break he knew they were in the neighborhood of. NoiOy through the watchful care of the light house board and the annual appropriation of the Government, all difiicult cross- ings are well defined, and dark nights are robbed of their former gloom and uncertainty. Then, to see fifty snags in the channel at one glance was no rare occurrence and the wreck of a steamboat was no novelty. Now, through the ingenuity of Captain Henry M. Shreve, the Government is enabled to remove the snags as often as they make their appearance, and the genius of Captain J. B. Eads GAMBLING THEN AND NOW. 741 has rendered practicable the raishig of many sunken boats, and the removal of all wrecks. Then the custom of card playing was almost universal with passengers, in which the crew often participated, when otTduty. As the rules of most boats did not restrict card players to " simple games for amusement " or require them to " retire at 10 o'clock," they were sometimes continued into the wee small hours, and not unfrequently until daylight — many old stewards can yet bear testimony to the fact that they have often found the same plaj^ers still engaged in the fascinating old game of dravj when they called their cabin crew at day- light in the morning, that were playing with their coats off when he retired the evening previous. To find fifteen or twenty old decks of cards strewn over the floor of the social hall in the morning (the i)art of the cabin that was then appropriated to card playing and the oflScer's moms, which was of course before the Texas or ofiicer's quar- ters were introduced on to Western l)oats) was no uncommon thing. Fabulous stories were told of the amount of money and valuables lost and won at these all-night sittings, and not un- frequently, negroes, then on the way to a Southern market, in charge of their owners, were staked on the result of the winning hand. As an evidence that those games were sometimes indulged in by officers even though on duty, this writer has abundant testimony. A single case in point will illustrate, and it will not be necessary to call names, as many (not very old boat- men either) will recall the circumstance. In the early spring of the beautiful little side-wheel l^oat belonging on the upper rivers, was returning to St. Louis from atrip to New Orleans, when she struck a snag at Ruckers Point, betAveen Memphis and Cairo. The boat and cargo were a total loss, but no other casualty. Later developments proved conclusively that the pilot on watch, or who should have been on watch, was in the hall below playing poker with the p;issengers, and a steersman was pilot- ing the boat, when she struck a snag, being too far out on the bar. Many such cases could doubtless be enumerated, but not many perhaps with such fatal results. N'oiv, all is changed. One may sometimes make a trip of several days on a steamboat and not see a game of any kind played. Gambling is an unusual occurrence, and when in- dulged in by passengers the game is closed at bed-time, in 742 Gould's history of river navigation. accordance with the rules of all good boats. Now, such a thing as the crew participating in any game on board, is of rare occurrence and never to the neglect of duty. The cause of this change may be more difficult to de- termine ; it certainly does not arise from a higher state ot morals. While there may be less pul)lic gambling with cards, there is evidently tenfold more gambling in Inisiness transactions than ever before. The principal difference in betting on who holds the best hand at cards, and on the price of corn or wheat next month, is simply the time and manner of settle- ment. As one has become a legitimate ( ?) occupation, and the other indulged in usually as a pasttimc, or recreation, it may be an interesting question for the moralist to determine vvhich is the least demoralizing. UrPER MISSISSIPPI. Leaving St. Louis and going up the Mississippi, _y?/?y years has made but little change in the appearance of the country or of the river, until Keokuk is reached. The few towns and cities that are passed show an ini[)rovod condition generally, but not specially marked, considering the length of time between tJien and now. Half a century has developed Keokuk from a sm dl village of whites, half-breeds and Indians, to a prosperous city of 40,000. From there to the falls of St. Anthony there has been a wonderful change, not only in the settlement and cultiva- tion of the land on the banks of the river, but also in building cities and towns. Fifty years has probably done more to develop and culti- vate that portion of the valley than has been done in all other portions combined. The first half of the fifty years developed an immense river commerce. Since that time it has been largely transferred to railroads and the tonnage of the river correspondingly reduced. The large expenditures by the government for the improve- ment of navigation onght to have secured to the river a con- stantly increasing business. The pine lumber business is probably the only one that has held its own since its development, which has been within the fifty years. It now emyloys some 100 tow-boats and many thousand men. The only thing that seems possible to interfere with that river traflSc is exhausting the supply of pine timber. WHAT MAY BE DEVELOPED IN THE FUTURE. 743 While the luimorou'^ bridges across the stream add hiro;ely to the expense of handlinfi^ rafts, the introduction of steam still renders the river the cheapest mode of marketing the himber. Most of the laroje towns above St. Lonis have l)een built, or larfjely so, through the j)roHts of the lumber trade. Less ihnu Ji ft 1/ yearn has brought St. Paul and Minneajiolis from nothing to their present prosperous condition. Many boatmen are still living who can remember the time when neither place had even a log cal)in to mark their location ; so too with many of the towns lower down the river. Fifty years has seen Nauvoo grow from a single stone house on the bank of the river to a city of 30,000 inhabitants and then dwindle away to less than one thousand. The beautiful transparency of the water, as it floats gently along, washing the shores of the thousand islands — the pict- uresque beauty of the bold promontories and hills that slope gracefully down to the water's edge, added to the healthy invig- orating climate, will always render this the most attractive portion of the great Mississippi Valley, and who will dare predict its development by generations yet unborn. Among other great changes jifty yearn has made on this part of the great river none are more marked than the build- ing of the canal at Keokuk has produced. Then, no point on the river above St. Louis exhibited half the life and business ai)pearance that Keokuk did, especially during the low water season. To see 40 or 50 fiat-boats or lighters engaged in receiving or discharging cargoes of merchandise or produce from steam- boats to be lighted across the rapids by the use of horses, was no unusual thing, involving the labor of a large numlier of men and horses, beside the crews of a dozen steamboats there waiting to discharge or receive the cargo that was l)eing lighted across the rapids for points above or below — presenting an animated scene unequaled at any interior point in the valley except the large cities. Now, the canal has changed all that and the steamboat, with her cargo unbroken, passes immediately to or from the canal, leaving Keokuk like a way station on a railroad, or a big town on the river, after the completion of a railroad bridge. But Keokuk anticipated the result, made hay while the sun shone, and is now largely independent of either steamboat or railroad. In nothing has fifty yearn made greater changes in the commerce of Western waters than the introduction of tow- boats and their uses. They are known under two classes, although used for the same purposes. 744 Gould's history of kivek navigation. The tug-boat, with ji screw propeller, and the regular toio- boat, or stern-wheel boat, with the paddle wheel, neither o^ which was known or used Ji/ty years ago for the purpose to which they are now so largely devoted. "With the exception of towing ships to and from New Orleans, no tow-boats were used on these waters, and they were a powerful class of side-wheel boats built exclusively for that purpose. Now the nutnber of tow-boats is legion, and are seen every where. A far greater amount of capital is now invested in tow-boats than in freight and passenger boats. As high as $75,000 is sometimes invested in a single tow-boat. There are at the present time (1889) about eighty tow-boats owned and operated from Pittsburgh, some of them of the largest class. About an equal number is owned at other points on the Ohio River. There are about twenty owned at St. Louis employed on the Lower Mississippi, principally by the Mississippi Valley Barge Co. There are some 100 employed in the lumber trade on the Upper Mississippi. There is also a large number of tug-boats which are found to be very useful in handling all kinds of water craft in the harbors and for short jobs of towing every where. There has been nothing introduced within the Jifty years th;»t has contributed so much to the convenience and saving of labor as these little tugs. From past experience and present indications it seems reasonable to predict that foi- the next Jifty years the tow- boat will be the principal factor in river commerce, on all inland waters and in fact upon all waters. Coal, lumber, bulk gi'ain, ice and rock, which constitute nine-tenths of the present river traffic are all largely dependent upon this mode of trans- porlation and seem to defy competition. CHANGES ON THE MISSOURI. Fifty years have seen greater changes in the commerce and n:ivigation of the Missouri and Illinois Rivers than is percept- ible in the improvements upon their banks. As on the lower Mississippi, a few cities and towns have grown into promi- nence while by far the greater number have become obscure and almost forgotten. Less land is in cultivation on the biinks of both these streams than was the cRse Jifty years ago. While the commerce of the valleys has largely increased, that on the rivers has almost disappeared; although during the WILL RIVER IMPROVEMENT CONTINUE. 745 half centurv, the surface of these riv^ers have floated millions of tons of produce to the markets of the world. The three millions of dollars the government has expended in u.-eless efforts to improve the navigation of the Missouri has not done so much to improve it as the railroad bridges have to damage it, and it is not probable ihixi fifty years more will restore to the river the amount of transportation it once enjoyed. It has required less than forty 3 ears to reduce the number of steamboats from sixty, at one time employed, to scarcely none at all at the present time. CHANGES ON THE ILLINOIS. Fifty years has reduced the trade on the Illinois, nearly in the same proportion, and while the commerce of both valleys is rapidly increasing there seems no reasonable expectation that water transportation will become a necessity for many years to come. CHANGES ON THE OHIO AND TRIBUTARIES. Fifty years has probably wrought less radical changes on the Ohio River and its tributaries than on the Mississippi. While there has been but little change in the products of the soil, the increase of manufacturers has been very large; and yet for thirty years water transportation has been largely superseded by rail, except in the article of coal. That industry has increased so rapidly it is difficult to determine whether the falling off of the one has been counterbalanced by the increase of the other. It has certainly resulted in important changes. It is now (1889) about thirty-iive years, since steam has been used in handling coal. Fifty years ago there was a very large number of steamboats and a larger number of flat or produce boats employed, but the business of steamboats did not reach the zenith of its prosperity until about 1858 or '9, and it culminated in 1861, when the war broke out. The ^flbrts of the Government to improve the navigation has re- sulted favorably in most cases. The character of the bed of the river and the shores are such there is no doubt of entire success in a few years, if continued. If, in the meantime, illy-constructed bridges do not destroy the navigation, it seems probable that the rapid development of the valley will at no distant day even increase river trans- portation far beyond its present status ; although the time is probably forever past when the splendid lines of passenger boats that were once the pride and the glory of the great "West, will again be called into use. 74G Gould's history of river navigation. The great danger is, that the railroad influence in national iegishition and the present depressed condition of river inter- ests, will result in withholding annual appropriations and de- stroying the interest in river imi)rovements that has pervaded the West for the last few years. Strange as it may appear, there has often appeared a»i inclination on the part of those most interested in river improvements, a disposition to criti- cise the manner and the principle upon which the engineers were doing their work, instead of recognizing the fact that the work was necessarily experimental often, and that if not suc- ccsssul the first time, it was at the expense of the Government and Avould be remedied later, with the valuable experience of the engineer, who is a ward of the Government, and educated at its expence. However unintentional these criticisms may be, they are not without their influence on the public mind^ which finds expression in Congress through our representa- tives. Much, very much, depends in the future upon the Govern- ment's action in improving the navigation of the waters of the Mississippi Valley. THE TRIBUTARY STREAMS. What has been said of the Mississippi, the Missouri, the Illinois, the Ohio, will apply generally to the principal navi- gable tributaries ; all seem in a transition state. Flflij years have served to develop their natural possibilities. Modern science and the progress of the age demand another step for- ward. Nature, always munificent in this great valley, requires the assistance of the mechanical genius of man to further de- velop the great natural highways of the valley so as to render them commensurate with the demands of its rapidly increasing commerce. If the Government is true to its great mission,. fifty years more will see the whole delta of the Mississippi and the bottom lands of its tributaries securely protected from overflow, wliicli loill result in maintaining a. depth of wnier in the channels of the rivers equal to the demands of the com- merce^ if not obstructed by artificial appliances erected by antagonistic interests. MISSISSIPri RIVER COMMISSION. While the Mississippi River Commission has made com- mendable progress in its experimental work on the Mississippi, since its creation, under the adverse circumstances and unfair criticisms with which it has had to contend, it has developed a system of improvements which, if followed up, will nndoubt- MISSISSIPPI RIVER COMMISSION. 747 edly insure a ntage of water and the protection of the banks of the Mississippi commensurate with the demands of its com- merce for long years to come. In the fiftieth Congress a bill was introduced to create a Bureau of Harbors and Water Ways, which is to be known as the *' Corps of United States Civil Engineers." If this bill becomes a law, which there is no reasonable doubt of, it will place river and harbor improvements on a more secure found- ation, with a guarantee to the government against a useless expenditure of money on unimportant works, with the assur- ance that whatever is undertaken will l)e prosecuted with economy and with the advantage of the best skill andexpcri- ence known to modern engineering. It seems that the system contemplated by this bill, if adopted, will insure results in the Mississippi Valley which will give now life and iinportance to navigation. 748 Gould's history of river navigation. CONCLUSION. Evidence of Progression. While the principal changes that have taken place in the [a.stjlft(/ years in this valley have been generally physical in character, the following anecdote from the Arkansas Traveler will fully prove that great moral and social progress has been made through the influence of emigration and contact with citizens from other parts of the world. No one who was familiar with the ignorance, lack of thrift and adaptability of the backwoodsman of the South in earlier years, but what Avill be surprised at the effect that even less ih^n fifty years has had upon the American citizen of African descent, as illustrated in this anecdote : [From the Arkansas Traveler.] A party of Eastern capitalists were riding along a lonely wood in a wild district of Alabama. Suddenly, upon turning in the road, they saw a woman wringing her hands. One of them ordered the driver to stop. '< What's the matter, my good woman?" some one called. " O, Lordy ! O, Lordy ! They have hung my poor hus- band!" Then, pointing, she showed the strangers the body of a man hanging from a tree. " O, Lordy! they come to our house an' tuk him out an' hung him jest because he told the deputy marshals when they axed him that the Phillips boys was a makin' uv whisky. O, I don't know what I'm going to do. Thar ain't nothin' in the house fur the children to eat, an' " here she broke down. " Let us cut him down." exclaimed one of the capitalists, springing out of the wagon. " Perhaps he is not dead," " O, yes, he is," the woman mourned. " They hung him this mawnin' about daylight and swore they'd shoot anybody that cut him down." The capitalists climbed back into the wagon. " My mother has gone airter a Justice uv the Peace," said the woman, "but I don't know what good he ken do. O, Lordy, what'll become uv my po' chillun. Gentlemen, ain't you got nothin' ter eat inyo' wagin. Ef you ain't got nothin, but a piece of bread, for the Lawd's sake let me have it." " Madam," said a man who seemed to be the leader of the party, " we brought a lunch with us, but unfortunately ate it WHO WILL DOUBT THE WORLD "DO MOVE." 749 a few miles back ; but we will see that you tlo not suffer. Here, boys, I'll start the ball with $10. Chip in and help this poor woman." Pocket-books flew open. Each man contributed something, and the woman, with many tears of gratitude, accepted the contributions. The capitalists drove away, and' when their wagon was out of sight a lank man poked his head from be- hind a tree and said : " How's the haul, Lize?" " First rate," the woman replied. " Lemme see," he said, approaching her. "Bled like a stuck pig, didn't they?" he added, as he took the money. "Times is improvin' slow, but shure." " Sam, I hated to take this yere money. Them men 'peared to be teched." " Oughter be teched ter see a pore man hangin' in the woods thiser way. Hate ter take the money ! W'y, it's my pension, gal. The Gover'ment oughter give a man a pension, no matter whut side he font on, an' ef the Gover'ment won't do it, w'y a man jest haster collect the best way he ken. Reckon we'd better take down the gentleman," nodding at the figure that hung from the tree, " an' move him away. O, I tell you a pa'r uv ole boots, some ole clothes, an' a little wheat straw pans out putty well sometimes." " Sam, I still think we oughn't ter tuk it." " W'y, gal, don't yer know they feel jest ez good ez ef that thing hangin' thar wuz me, an' I know that I am better off, so the thing has turned out all right. Ef they wuz so teched they mout be glad to know that yore po' husband ain't dead. It don't make no diffunce ter a man's feelin's whether he has done good ur not, jes so he think's he has. They think they've done good, an' we know we have. My daddy uster say so, an' I'm beginnin' to b'leeve it, that this here thing uv enterprise mighty nigh alius wins." CORRECTIONS. Page 242. — Tenth line from bottom ; read none of the engines Instead of all. Page 339. — Tenth line from top ; read Island 37, not 32. Page 369. — Third line from bottom ; read Louisville canal, not Louisiana canal. Page 405. — Fifteenth line from top ; read Boutwell, not Boutell. Same page. — Third line from bottom ; read T. J. Whiting and T. J. Stockdale, not T. G. Also sixteenth line from bottom; 18S7, not 1SS2. Page 517. — Tenth line from top , read Darins Hunkins, not David Hawkins. Page fJ52. — Ninth line from bottom , read barques, not barges. Page 742. — Fourth line from bottom; spell emploijs with &p. ADDITIONS TO THE PREFACE. New Orleans Picayune, Memphis Appeal, De Bow's Review. LEJl'25