exhaustlessly fertile; its bluffs are often from three to four hundred feet in height; its breadth varies from one mile to three, and its navigation, since the improvements commenced, under the authority of Congress, by the enterprising Shreve, has become safe and easy.12 The classification of obstructions is the following: snags, trees anchored by their roots; fragments of trees of various forms and magnitude; wreck-heaps, consisting of several of these stumps, and logs, and branches of trees lodged in one place; rocks, which have rolled from the cliffs, and varying from ten to one hundred cubic feet in size; and sunken boats, principally flat-boats laden with coal. The last remains one of the most serious obstacles to the navigation of the Ohio. Many steamers have been damaged by striking the wrecks of the Baltimore, the Roanoke, the William Hulburt,13 and other craft, which were themselves snagged; while keel and flat-boats without number have been lost from the same cause.14 Several thousands of the obstacles mentioned have been removed since improvements were commenced, and accidents from this cause are now less frequent. Some of the snags torn up from the bed of the stream, where they have probably for ages been buried, are said to have exceeded a diameter of six feet at the root, and were upward of an hundred feet in length. The removal of these obstructions on the Ohio presents a difficulty and expense not encountered upon the Mississippi. In the latter stream, the root of the snag, when eradicated, is deposited in some deep pool or bayou along the banks, and immediately imbeds itself in alluvial deposite; but on the Ohio, owing to the nature of its banks in most of its course, there is no opportunity for such a disposal, and the boatmen are forced to blast the logs with gunpowder to prevent them from again forming obstructions. The cutting down and clearing away of all leaning and falling trees from the banks constitutes an essential feature in the scheme of improvement; since the facts are well ascertained that trees seldom plant themselves far from the spot where they fall; and that, when once under the power of the current, they seldom anchor themselves and form snags. The policy of removing the leaning and fallen trees is, therefore, palpable, since, when this is once thoroughly accomplished, no material for subsequent formation can exist. The construction of stone dams, by which to concentrate into a single channel all the waters of the river, where they are divided by islands, or from other causes are spread over a broad extent, is another operation now in execution. The dams at "Brown's Island,"15 the shoalest point on the Ohio, have been so eminently successful as fully to establish the efficiency of the plan. Several other works of a similar character are proposed; a full survey of the stream, hydrographical and topographical, is recommended; and, when all improvements are completed, it is believed that the navigation of the "beautiful Ohio" will answer every purpose of commerce and the traveller, from its source to its mouth, at the lowest stages of the water.
Ohio River.
III
"The sure traveller,
Though he alight sometimes, still goeth on."
"A RACE —
Now like autumnal leaves before the blast
Wide scattered."
Thump, thump, crash! One hour longer, and I was at length completely roused from a troublous slumber by our boat coming to a dead stop. Casting a glance from the window, the bright flashing of moonlight showed the whole surface of the stream covered with drift-wood, and, on inquiry, I learned that the branches of an enormous oak, some sixty feet in length, had become entangled with one of the paddle-wheels of our steamer, and forbade all advance.
We were soon once more in motion; the morning mists were dispersing, the sun rose up behind the forests, and his bright beams danced lightly over the gliding waters. We passed many pleasant little villages along the banks, and it was delightful to remove from the noise, and heat, and confusion below to the lofty hurricane deck, and lounge away hour after hour in gazing upon the varied and beautiful scenes which presented themselves in constant succession to the eye. Now we were gliding quietly on through the long island chutes, where the daylight was dim, and the enormous forest-trees bowed themselves over us, and echoed from their still recesses the roar of our steam-pipe; then we were sweeping rapidly over the broad reaches of the stream, miles in extent; again we were winding through the mazy labyrinth of islets which fleckered the placid surface of the stream, and from time to time we passed the lonely cabin of the emigrant beneath the venerable and aged sycamores. Here and there, as we glided on, we met some relic of those ancient and primitive species of river-craft which once assumed ascendency over the waters of the West, but which are now superseded by steam, and are of too infrequent occurrence not to be objects of peculiar interest. In the early era of the navigation of the Ohio, the species of craft in use were numberless, and many of them of a most whimsical and amusing description. The first was the barge, sometimes of an hundred tons' burden, which required twenty men to force it up against the current a distance of six or seven miles a day; next the keel-boat, of smaller size and lighter structure, yet in use for the purposes of inland commerce; then the Kentucky flat, or broad-horn of the emigrant; the enormous ark, in magnitude and proportion approximating to that of the patriarch; the fairy pirogue of the French voyageur; the birch caïque of the Indian, and log skiffs, gondolas, and dug-outs of the pioneer without name or number.16 But since the introduction of steam upon the Western waters, most of these unique and primitive contrivances have disappeared; and with them, too, has gone that singular race of men who were their navigators. Most of the younger of the settlers, at this early period of the country, devoted themselves to this profession. Nor is there any wonder that the mode of life pursued by these boatmen should have presented irresistible seductions to the young people along the banks. Fancy one of these huge boats dropping lazily along with the current past their cabins on a balmy morning in June. Picture to your imagination the gorgeous foliage; the soft, delicious temperature of the atmosphere; the deep azure of the sky; the fertile alluvion, with its stupendous forests and rivers; the romantic bluffs sleeping mistily in blue distance; the clear waters rolling calmly adown, with the woodlands outlined in shadow on the surface; the boat floating leisurely onward, its heterogeneous crew of all ages dancing to the violin upon the deck, flinging out their merry salutations among the settlers, who come down to the water's edge to see the pageant pass, until, at length, it disappears behind a point of wood, and the boatman's bugle strikes up its note, dying in distance over the waters; fancy a scene like this, and the wild bugle-notes echoing and re-echoing along the bluffs and forest shades of the beautiful Ohio, and decide whether it must not have possessed a charm of fascination resistless to the youthful mind in these lonely solitudes. No wonder that the severe toils of agricultural life, in view of such scenes, should have become tasteless and irksome.17 The lives of these boatmen were lawless and dissolute to a proverb. They frequently stopped at the villages along their course, and passed the night in scenes of wild revelry and merriment. Their occupation, more than any other, subjected them to toil, and exposure, and privation; and, more than any other, it indulged them, for days in succession, with leisure, and ease, and indolent gratification. Descending the stream, they floated quietly along without an effort, but in ascending against the powerful current their life was an uninterrupted series of toil. The boat, we are told, was propelled by poles, against which the shoulder was placed and the whole strength applied; their bodies were naked to the waist, for enjoying the river-breeze and for moving with facility; and, after the labour of the day, they swallowed their whiskey and supper, and throwing themselves upon the deck of the boat, with no other canopy than the heavens, slumbered soundly on till the morning. Their slang was peculiar to the race, their humour and power of retort was remarkable, and in their frequent battles with the squatters or with their fellows, their nerve and courage were unflinching.
It was in the year 1811 that the steam-engine commenced its giant labours in the Valley of the West, and the first vessel propelled by its agency glided along the soft-flowing wave of the beautiful river.18 Many events,
At the age of twenty-five, Henry M. Shreve (1785-1854) was captain of a freight boat operating on the Ohio. In 1814 he ran the gauntlet of the British batteries at New Orleans, and carried supplies to Fort St. Phillip. The following year, in charge of the "Enterprise" he made the first successful steamboat trip from New Orleans to Louisville. Later he constructed the "Washington," making many improvements on the Fulton model. Fulton and Livingstone brought suit against him but lost in the action. May 24, 1824, at the instigation of J. C. Calhoun, then secretary of war, Congress appropriated seventy-five thousand dollars (not $105,000, as Flagg says) for the purpose of removing obstructions from the Ohio and Mississippi rivers. As early as 1821, Shreve had invented a device for removing snags and sawyers from river beds. But it was not until after two years' fruitless trials with a scheme devised by John Bruce of Kentucky, that Barbour, at Calhoun's suggestion, appointed Shreve superintendent of improvements on Western rivers (December 10, 1826). This position he held until September 11, 1841, when he was dismissed for political reasons. In the face of discouraging opposition Shreve constructed (1829) with government aid the snagboat "Heleopolis" with which he later wrought a marvellous improvement in navigation on the Ohio and Mississippi. From 1833 to 1838 he was engaged in removing the Red River "raft" for a distance of a hundred and sixty miles, thus opening that important river for navigation. For a good biography of Shreve, see the
The "Baltimore" (73 tons) was built at Pittsburg in 1828; the "Roanoke" (100 tons), at Wheeling in 1835. It is reported that from 1831 to 1833, of the sixty-six steamboats which went out of service, twenty-four were snagged, fifteen burned, and five destroyed by collision with other boats. See James Hall,
The keel-boat Hindoo, with merchandise to the amount of $50,000, is a late instance. – Flagg.
Brown's Island, two miles and a half long by half a mile at its greatest width, is located six or seven miles above Steubenville, Ohio, following the course of the river. – Ed.
The keel-boat was usually from sixty to seventy feet long, and fifteen to eighteen broad at beam, with a keel extending from bow to stern, and had a draft of twenty to thirty inches. When descending the stream, the force of the current, with occasional aid from the pole, was the usual mode of locomotion. In ascending the stream, however, sails, poles, and almost every known device were used; not infrequently the vessel was towed by from twenty to forty men, with a rope several hundred feet in length attached to the mast. These boats were built in Pittsburg at a cost of two to three thousand dollars each.
The barge was constructed for narrow, shallow water. As a rule it was larger than the keel-boat; but of less draft, and afforded greater accommodations for passengers.
Broad-horn was a term generally applied to the Mississippi and Ohio flat-boat, which made its advent on the Western waters later than the barge or the keel-boat. It was a large, unwieldy structure, with a perfectly flat bottom, perpendicular sides, and usually covered its entire length. It was used only for descending the stream.
"The earliest improvement upon the canoe was the pirogue, an invention of the whites. Like the canoe, this is hewed out of the solid log; the difference is, that the pirogue has greater width and capacity, and is composed of several pieces of timbers – as if the canoe was sawed lengthwise into two equal sections, and a broad flat piece of timber inserted in the middle, so as to give greater breadth of beam to the vessel." Hall,
Flint. – Flagg.
For an account of the first steamboat on the Ohio, see Flint's
