liiiiiiilii .V^ • • » ^'^ ^^. * • « q.. >^**'^^"^'*/ v^^\'«'^ ^^^'^^^Z '<^^ "Cp-s- V-^' 'Ij-^- . **..*^ .*;<§»". x/ /^^v %/ .-isW', \ \^ . » • ^ ♦r u LLOYD'S STEAMBOAT DIRECTORY, AND i)ISASTErxS ON THE WESTERN WATERS, ' CONTAINING TUE HISTORY OF TUE - FIRST ArrLICATIOX OF STEAM, AS A :M0TIVE POWER; THE LIVES OF JOHN FITCH AND llOBERT FULTON, LIKENESSES & ENGRAVINGS OF THEIR FIRST STEAMBOATS. t AKLY SCENES OX THE WESTERN WATERS, FROil 1798 TO 1812— HISTORY OF THE EARLY STEAMBOAT NAVIGATION ON WESTERN AVATERS-ENGRAVINGS OF THE ROATS, rrl.I, ACCauNTS OF ALL THE BTEAMBIUT DISASTERS SINCE THE FIRST APPLICATIOy OF STEAM KOWV TO *rf« l-KF.M-iM PATr, WITH LISTS OF THE KILLETJ AND \ruUMiEI> — A COMPLETE LIST OF STEAM R'lATS VNTl ALL OTHP.H VESsLLS .VOW AFLOAT 0.\ THE WEilER.N RIVEKs AND LAKES — WUE.N AND WHEKE BUILT, A.ND THEIR TONNAGE : liTaps of tijc &\)U anb Ulississippi ^lifatrs, Towns, Cities, Landings, Population and Distances correctly laid down on the Okio, Mississippi, Missouri, Tennessee, Cumberland, Kentucky, Green, Illinois, Arkansas, White, Bed and Yazoo Bivers. HISTORY OF ALL THE RAIL ROADS IN THE UNITED STATES; gitpcmEn; Dictos an^ f Iictdjcs nf r^Hshurih, TVifeh'nn. Cincinna/i, Lou.isvi"^, /li.'K- nf Ohi/t, Xi.^'in7l'. Prirn. F,J's of Sf. An'lumv. Gate' itf Utf HtrJ-'t Mniiit-iiiii. S' Lniii. A''/" Ur'funs. ami }I ihiU—SWJr^'n'j nf th' (Viio uwi MUsia- tij/pi Jiivert:. and l/oe.ir Tri.'nit iri,:^, Sr»irf-x. I^'n-jt'i. Ar,;i of nwit'r.i dr.iiv^il. d-c. S\'aiiut iij all the U. S. Zii4X7uvd I'd-^U ami JCnaiiU'Ti — Faft time nf JS'mUs, THE EARTHQUAKE IN 1812, Jfcc, &3 ONE HUNDRED FINE ENGRAVINGS, AND SIXTY MAPS, Bcins a Valuable CtatiBtical Work, as well as a Guide-Book for tlie Travcllins Public. BY JAMES T. LLOYD. '>V CINCINNATI, OHIO: JAMES T. LLOYD & C0<^ CHICAGO, ILL.: D. B. COOKE & CO., 135 LAKE STKEET. 1856. v.. :> 120 Entered according to Act of Congress, in the year 1S56, by E. LLOYD, In the Clerk's OGiee of the District Court for the Eastern District of Pennsylvania. Stereotyped and Printed by JKSPER HARDING, NO. 57 SOUTH TnlBD ST., PHIL4D£LPHI.\. \. rREFACE. "With all that profusion of Literature, for which the present age is remarkaLle, an opportunity sometimes offers to supply the public with a book which everybody admits to be a desideratum. We hope it is not pre- sumptuous on our part to believe that the present work is one of that class wliich the American public cannot easily dispense with, inasmuch as it pre- sents a record of facts and events which form an interesting and important part of our country's history. la this volume, if we do not greatly deceive ourselves, the reader will find a more complete account of the beginning and progress of Steam Navigation in the United States, and in the Great West e-specially, than has ever been comprised in any previous publication. As inciHental to the history%f Steam Navigation in the West, we have introduced a copious detail of the awful and heart-rending accidents which have been of too frequent occurrence in that region. We have also had drawn at great expense maps of the Western Rivers with the Towns, Cities, Landings, and Islands, correctly laid down, makinj a coviplcte guide BOOK for Cue travellers on these rivers. These maps arc the only correct ones now printed, they are complete and reliable, having been drawn recently by Capt. John Tucker of Campbell Co., Ky., who is the oldest and best pilot on the western waters. We have also given in this volume a History of all the Railroads in the United States, their length, cost, officers, and other information to the travel- ling public of great worth; and as there are wion^ Boats on the Ohio and Mississippi Rivers unsafe and dangerous, we have concluded to name and point out to the travellers on these waters the safest and l/cst Boats in each trade ; and we pledge ourselves to notice no boat unworthy of the patronage of the travelling community. (iii) iv PREFACE. The price of this volume is so small, that every man, woman and child, should have a copy for reference when travelling either by Railroad or Sioimhoat. In short, we have more than redeemed the promises made in our prospectus, by supplying the American public with a book which we hope will be found in the hands of every one. It is scarcely necessary to say anything respecting the mechanical execution and artistical embellish- ments of this work, as their beauty and excellence will be discoverable at a glance. The stereotyping was executed by Mr. J. A. Tiernan, the gentle- manly superintendent of Messrs. Jesper Harding & Son's Stereotype Found- ry, and is in every way equal to any work ever done in the United States. We learn that several persons are now travelling over the different states, collecting advertisements and moneys ostensibly on our account. One of these impostors uses our name ; having a copy of the work with him, he often succeeds in defrauding Railroad officers and business men out of large amounts. We warn the public against these scamps, as we cannot be respon- sible for their conduct. JAMES T. LLOYD. Cincinnati, August, 1856. INDEX. AuBnicA, explosion of the Auiwrica Suuth, burning of A. N. Johnson, explosion of - Americiin Lakes, dimensions of Anjrlu Norman, explosion of - Anthony Wayne, sinking of - PAOE . 241 . 261 - 151 - 27;i . i8y . 211 Atlantic and Ogdeusburg, collision of - 148 Augusta, explosion of - - - - 167 Avery, John L., sinking of - - - 197 Awful conthiirration at St. Louis - - 263 Batls, Edward, explosion of - - - 175 Belle of ClarksviUo, collision of - - 135 Belle of the West, burning of - - • 245 Belle Zane, sinking of - - - - 265 Ben Franklin, explosion of the - - 74 Ben Sherrod, burning of ... 96 Black Hawk, exj)losiou of the - - - 87 Boatd on the Lakes . , - . 273 Boonslick and Missouri Belle, collision of 153 Brandywine, burning of - . - - 102 Brilliant, exjilosion of - - - - 221 Brown, Gen., explosion of - - - 114 Buckeye and De Soto, collision of . - 242 Bulletin, No. 2, loss of - - - - 310 Cairo, 111., sketch of - - - - 147 Camden and Amboy Railroad - . - 312 Car of Commerce, explosion of - - 120 Caroline, burning of - - . - 236 Chamois, exjilosion of . - - - 157 Chariton, explosion of - . - - 95 Chesapeake and sohr Porter, collision of 203 Cincinnati, sketch of - - - - 119 Cincinnati Pilots, list of - . - - 296 Cincinnati Engineers, list of - - - 298 Clarksville, Belle of, and Louisiana, coU'd. 135 Clarksville, burning of - - - - 169 Cleveland and Columbus Railroad - - 314 Cleveland and Pittsburgh Railroad - - 316 Clipper, explosion of - - - - 213 Collier, George, burning of - - - 321 Collier, George, explosion of - - - 111 Collins, E. K., burning of - - - 243 Commencement of Steam Navigation - 40 Concordia, explosion of - • - - 265 Constitution, explosion of - - - 67 Creole, burning of - - - - - 173 Cumberland Kivcr, distances on - - 110 Dimensions of American Lakes - -273 Distances on Cumberland River - - 110 Distances on Black River ... 234 Distances on Currant River ... 234 Distances on Illinois River ... 233 Distances on Mississippi River - - 231 Distances on Ohio River- ... los Distances on Ouachita River ... 235 Distances on Little Red River . - 234 Distances on Red River - . . . 235 Distances on Tennessee River - - 1(19 Distances on White River . . 234 Distances on Upper Mississippi River - 231 Distances on Yazoo River ... 235 Dubui^ue, explosion of - . . - 77 E.\ni.v Life on West. Waters, glimpses of 32 v ' Earthquake of 1811 - - - . 320 Eclijise, steamer, her quick trips - . 279 Elizabeth, explosion of - - - - 115 Elizabeth, accident to ... . 156 Engineers, New Orleans, list of . - 303 Engineers, St. Louis .... 3118 Enterprise, explosion of - . . - 82 Enterprise, explosion of - - - - 117 Erie, burning of - - - - - 121 Fast time made by steamboats - - 274 Floods and Freshets on Western Rivers - 257 ^ Fitch, John, life of . ... - 17 Franklin, No. 2, collapse of - - - 230 Forrest and Puhiskie, collision of - - 135 Fulton, Robert, lifo of - - - -25 Gb.nekal Brown, explosion of - .114 Georgia, burning of .... 252 Glencoe, explosion of . . - . 274 Glimpses of Early Life on West'n Waters 32 G. P. Griffith, loss of - . - - 263 Grampus, explosion of . . - .67 Guluare and Westvrood, collision of - 259 Hornet, capsize of - - - - .79 Illi.nois Rivkr. distances on - - - 233 Jamics, St., explosion of - ... 237 Joseph, St., explosion of - ... 259 Kate Fle.mi.ng, loss of - . - - 187 Kate Kearny, explosion of . - . 244 Knoxville, explosion of - . - . 153 Lexington, explosion of - - . . 324 Lioness, explosion of - - . . h3 Little Miami Railroad, - - . - 314 Louisiana, explosion of - - - - 225 Louisville, sketch of ... - 133 Loui.s, St., .sketch of ... . 217 Lucy Walker, explosion of - - - 142 Marquitte, explosion of - - . 157 Martha Washington, burning of - . 323 Maria and Sultana, collision of . . 273 Mayflower, burning of - - - . 321 Mechanic, loss of - - - . - 260 ^ /• . Minor Disasters, ... - . aBt-^V*"/ McGregor, H' len, explosion of - - 69 Mohican, explosion of - - . . 134 Monmouth and Tromunt, collision of - 126 Mosdle, explosion - - ... 80 Mississippi, sketch of - - - . Itil Missouri Belle and Boonslick, collision of 163 Nashville, sketch of - - - - 155 Naichfs, tornado at .... 140 New York and Erie Railroad - - - 317 New Orleans Pilots, .... 303 • New Orleans, sketch of - . - . 249 Ogdensdi'ko a.nd Atlantic, collision of 148 Ohio River 46 Ohio River, distances on ... los Oldest Steamboat Company, . - - 129 ^'' Orline St. John, burning of - - . 207 Oronoko, explosion of - - - - 105 Ore;;on, explosion of • - - - 195 Ouachita River, distances on - . - 235 VI INDEX. Perstav, explosion of - • - - 1(19 I'iliit, ex]ilosion of - - - . -Ill Pilot, oxplosion of - - - - - 2t>l Pha'nix, burning of .... 177 Pittsbur<,'h, sketch of - - . - 53 Pncahnntiis, explosion of • - - 258 Polander and Hornet, collision of - - 88 Red Stone, explosion of - - - 223 Rob Roy, explosion of - - . - 73 Red River, distances on - - - . 235 Railroail, Little Miami, Xenia, and Co- lumbus ---... 314 Saluda, explosion of - - -Z'/T- 277 Shi'pherdess, sinking of - - - . 137 Steam as a Motive Power, history of - 7 ^ Steamers on the Western Waters, list of - 207 Steamers on the Lakes, .... 273 Steamers, twenty-three burned at St.Louis 2t)3 St. Louis, sketch of .... 217 St. Louis, engineers of - - . . 298 St. Louis, pilots of . - . - . 299 Pultana and Jfaria, collision of - -2 Talismav AND Tempkst, collision of . It Tangipaho, burning of - . - . H., Teche, explosion of .... 63 Tennessee, sinking of . - - .61 Timor, No. 2, explosion of . - . 265 Tennessee River, distances on . - 109 Tornado at Natches, - . . .140 Tri-color, explosion of . - . . 110 Tuscaloosa, explosion of . ... 156 Virginia, explosion of - - . . 246 Walkkr, explosion of . . . . 131 White River, distances on . - . 234 Washington, explosion of - . - 55 Washington, burning of . . . . 130 Washington, George, loss of - . . 215 VVheeling Va., sketch of . . . 81 Yazoo River, distances on - - . 235 Y.azoo River, sketch of . . . .161 Zachary Taylor, explosion of - . 247 Zane, Belle, sinking of - - - . 265 ILLUSXr.ATIONS. Pagb Portrait of John Fitch, 18 Fitch's PhiladelphiaBoat, 21 Far tfiraile of Fitch's Writing. 23 Portrait of Rob't Fulton. 26. Fulton's first Auier. Boat, 2'J Early Nav. on West. Wat'rs 33 First West'n Steamboat, 42 Enterprise on her 1st Trip, 43 View of Pittsburgh, 52 Map of Ohio river, No. 1, 54 Exp. of the Washington, 56 Map of Ohio River, No. 2, 58 Exp. of the Constitution, 59 Map of Ohio River, No. .3, 60 Sinking of the Tennessee, 61 Map of Ohio River, No. 4, 64 Exp. of the Teche, 65 Map of Ohio River, No. 5, 66 Map of Ohio River, No. 6, 68 M:ip of Ohio River. No. 7, 70 Exp. of the Helen McGregor 71 Map of Ohio River, No. 8, 72 Exp. of the Ben Franklin, 74 Map of Ohio River, No. 9, 76 Map of Ohio River, No. 10, 78 View of Wheelinir, Va., 80 Map of Ohio River, No. 11, 84 Exp. of the Lioness, 85 Map of Ohio River, No. 12, 86 Miip of Ohio River, No. 13, 88 Exp. of the Moselle, 90 Map of Ohio River, No. 14, 94 Map of Ohio River, No. 15, 96 Burn, of the lien Sherrod, 97 Map of Ohio R., No. 16, 100 Map of Ohio R, Xo. 17, 104 Exp. of the i.iponoko, Idj Map of Ohio R., No. 18, 106 Paoe Map of Ohio R., No. 19, 112 Exp. of the Gen. Brown, 114 Map of Ohio R., No. 20, 116 View of Cincinnati, 118 Burn, of the Erie, 122 A Model West'n Boat, 128 View of Louisville, 132 Falls of the Ohio, 136 Sink, of the Shepherdess, 138 Tornado at Natchez, 141 Exp. of the Lucy Walker, 143 View of Cairo, 111., 146 Exp. of the A. N. Johnson, 152 View of Nashville, 154 Exp. of the Knoxville, 159 View of the Gates of the Rocky .Mountains, 160 View of the Falls of St. Anthony, ]fi4 -Map of .Missis. R., No. 1, 168 Map of Missis. R., No. 2, 170 Burn, of the Clarksville, 171 Map of Missis. R., No. 3, 172 " 4, 134 " " " 5, " " « 6,' Burn, of the Phoenix, .Map of Missis. R., No. 7, Page Map of Missis. R.. No. 16, 198 Sink, of the Jno. L. Avery, 199 Map. of Missis. R., No. 17, 200 " " " 18, 202 " " " 19,204 " " " 20, 206 21, 208 St. 209 176 178 179 180 182 9, 184 1S5 10, 186 " " " 11, ISS " " " 12,190 Exp. of the Anglo Nor- man, 191 Map of Missis. R., No. 13, 192 " " " 14, 194 " " " 15, 196 Sink, of the Talisman, Map of Missis. R., No. Burn, of the Orlino John, Map of Missis. R., No. 22, 210 " " 23, 212 " " " 24, 214 View of St. Louis, ' 216 'Map of Missis. R., No. 25, 222 I " " " 26, 224 I Exp. of the Louisiana, 225 j.Map of Missis. R.. No. 27, 226 |Burn. of the Caroline, 230 Exp. of the St. James, 238 Exp. of the America, 241 View of New Orleans, 248 Bfirn. of the G.P. Griffith, 254 High Water at Cairo, 256 High Water, incidents of 257 Sinking of the Mechanic, 260 Burning of 23 steamers at St. Luuis, 262 Sinkingof the Belle Zane, 266 Explosion of the Glencoe, 274 Explosion of the Soluda, 277 'Q.'^'/O Col. of Sultana A .Maria, 278 Burning of the Bulletin. 310 .Map of Cleveland and Pitts. Railroad, 316 Map of N. Y. & Erie R.R 318 Burning of the Martha Washington, 323 Exp. of the Lexington, 325 INTllODUCTIO?^. STEAM. rrS FIRST ADOPTION AS A MOTIVE POWKR— GRADUAL nrPROVEMENT IN THE MODES OP APPLT- ING IT — AND ITS ADAPTATION TO THE PURPOSES OF NAVIGATION. In connection with the special objects of this work, we have thought it expedient to give some historical account of that great Motor, which, more than any other human contrivance, except the art of printing, has been instrumental in improving the social, moral, and physical condition of our species. The first thing to be observed under this head, is the great uncertainty, the profound and almost impenetra- ble mystery, in which the origin of the steam-engine is involved. No age, no country, and no individual is permitted to enjoy the exclusive and undisputed honor which is due to the discovery. Some writers — with a good deal of fanciful license — have referred the first employ- ment of this motive power to an early date in Egyptian history, simply because they were unable to conceive how the pyramids could have been constructed without such machinery, or some apparatus of equal force. ^HowcA^er absurd may be this claim made in behalf of the an- cient Egyptians, the modern Spaniards have set up pretensions almost equally ridiculous. It is pretended by the compatriots of Don Quixote, on the authority of certain documents, real or imaginary, preserved in the royal archives at Samancus, that a Spanish sea-captain, named Blasco de Garay, exhibited to the Emperor and King Charles V., in the year 1543, an engine, intended to propel ships and other vessels of the largest size, even in a perfect calm, without the assistance of sails or oars. The description given of this machine is amusingly accurate, being, in fact, a mere pen and ink sketch of a modern steam-engine. These particulars are given in a recently published Spanish book, pur- porting to be a collection of original papers relating to the voyage of Columbus. (7) 8 S T E A AI . The narrative proceeds to state that Captain De Garay brought his steam-engine to an experimental test, by applying it to the propulsion of a vessel of 209 tons, in the harbor of Barcelona. The experiment was tried in the presence of the Emperor and his son, Philip the Second ; and among other distinguished spectators were Henry de To- ledo, the governor ; Peter Cardona, the treasurer ; and Ravago, the Vice Chancellor. It is added that the experiment was entirely satis- factory to the Emperor, the Prince, and to all the high oflScers of state who witnessed it, and that the machine would have been brought into immediate requisition, had not some envious men of science denounced the engine as an expensive contrivance, not forgetting to hint at the probability of explosion. By these representations the opponents of Captain De Garay's project succeeded in frightening the royal family, and the consequence was that the world was deprived of the benefit of the steam-engine for several hundred years, and Spain lost the credit due to the discovery. The Emperor, however, to mollify the bitterness of De Garay's disappointment, gave him a bonus of 200,000 marave- dies, and ordered all the expenses of the experiment to be paid out of the public treasury. There is little reason to doubt that this story is purely fictitious, as the record is not regularly authenticated, and there is an obvious im- probability in the circumstance that Spain should have permitted her claim to the invention of the steam-engine to lie dormant for more than three centuries. Some faint conceptions of the utility of steam as a motive power, seems to have been entertained by ingenious and reflective men living at different periods, long before the invention was brought to any prac- tical result. Bulwer, in his novel called "The Last of the Barons," illustrates this supposition by introducing an imaginary inventor, called Adam Warner, the type of a large class of men, " wise beyond their age," who at every period of the world's history have suffered for their temerity in attempting to bring their cotemporaries up to their own intellectual level. The first persons mentioned in veritable history, who attempted to use steam-power, seem to have satisfied themselves with making it subservient only to purposes of amusement. We have seen a pictorial representation of " the first steam-engine," in the form of a human head, the boiler being placed inside, while the steam, es- caping from an aperture at the mouth, gave motion to a wheel resem- bling in construction the fans of a wind-mill.' There was another steam toy which, notwithstanding the priority claimed for the one just spoken of, appears to have been of a still more STEAM. 9 ancient date. This was the iEolipile, or ball of iEolus, which is described as a metallic globe, having a long neck terminating in a minute orifice. This globe being filled with water, and subjected to the action of fire, generated steam, which was seen rushing with great force through the aperture. Although the power of steam was thus exemplified, it does not appear that the ancients ever applied it to any useful purpose ; indeed it was impossible for them to do so, by means of any contrivance similar to that just described ; for, in order to make the force of steam available, it is necessary to preserve it from contact with the atmos- phere, or any thing colder than itself, because if its temperature is lowered by such contact, it is immediately reduced to an inert mist or vapor. One of the first writers who mentions the vast powers of steam, and suggests the possibility of making these powers useful to mankind, is the French Engineer, Solomon de Cans, who flourished about the beginning of the seventeenth century. In the year 1623, De Cans published at Paris a folio volume on Moving Forces, in which he men- tions the experiment of heating water in a metallic sphere, in order to produce steam, adding that if the aperture be closed, the ball will burst with a detonation like that of a cannon. He also describes a method of raising water in a perpendicular tube by the application of heat, the agent being the steam from that portion of the water to which the heat is applied. The next pioneer to the march of improvement in steam apparatus, was the Marquis of Worcester, author of a celebrated book called " The Century of Inventions." The Marquis was not merely a speculative inventor, but in many cases reduced his theories to practice. He ap- pears to have made a variety of experiments with steam, and succeeded so well in some of them that he has occasionally been called the invent- or of the steam-engine. The "method of raising water," which was simply proposed by De Cans, was practically illustrated by "Worcester. We do not find, however, that he made any further progress in the ap- plication of steam-power than by using it to raise water in a column, on precisely the same principle which had been suggested by De Caus forty years before. If the machinery used in this operation was a " steam-engine," De Caus, and not Worcester, was the bona fide in- ventor. The Marquis, however, gives a more precise and intelligible account of the process than his French predecessor. He conducted his experiments, as he tells us, by using a cannon for his boiler ; and according to his own statement, he succeeded in projecting water to a height of forty feet, merely by the force of expansion or the genera- 10 STEAM. tion of steam in the lower part of the column. This noble gentleman has been suspected of adding a little romance to the reality of his in- ventions ; but he was unquestionably a person of great enterprise and ingenuity. An account of his experiments with steam is given in the sixty-eighth proposition, in connection with the ninety-ninth and one hundredth of the "Century," and is entitled "An Admirable and Most Forcible Way to Drive up Water by Fire." About twenty years later, (a. d. 1683,) Sir Samuel Morland pre- pared a manuscript work, (the original copy of which is still preserved in the British museum,) in which the author describes a method of em- ploying steam as a mechanic power, seeming to claim for himself the credit of the invention. Morland's plan is merely a modification of the contrivances of De Cans and the Marquis of Worcester ; and there is reason to suppose that he subsequently became ashamed of his " in- vention," (probably on account of the ridicule which it excited,) for when his book was afterwards published at Paris, the account of the steam-engine was suppressed. The only particular in which Morland may be allowed to claim originality in this matter, is a calculation, which approximates to the truth, respecting the vast diflference in the space which water occupies in its natural state and that which it fills when expanded by heat, so as to assume the form of steam. As nu- merically designated by Morland, this difierence is proportioned as one to two thousand. Recent experiments prove that one cubic foot of water will produce about seventeen hundred cubic feet of steam ; so that the unassisted observations of Morland are measurably correct. We will next speak of the discoveries and improvements of Monsieur Denis Papin, an ingenious Frenchman, who, during a temporary resi- dence in England, near the end of the seventeenth century, devoted a great part of his time to pneumatic experiments. This gentleman, and -several other experimenters who followed in his track, did not propose to make steam the prime agent in the production of a moving power. The force which they designed to use was that of atmospheric pressure, steam being called into requisition merely as an auxiliary power, or to produce what the scientific men of that day were pleased to call a vacuum. Long before this time it had been proposed to employ the pressure of the atmo^here as a counter-balance ; and several simple machines, on this principle, had already been constructed. The prin- ciple, in fact, was that of the common sucking-pump, the object being to exhaust the air in a tube, beneath a block or piston exactly fitted to the cavity. The pump principle was modified by attaching the piston- rod to one end of a cross-beam, from the other extremity of which the STEAM. 11 weight to be raised was suspended. Various plans had been devised for exhausting the air in the lower part of the tube or cylinder. Otto Guericke used the air-pump for this purpose ; but it occurred to Mons. Papin that the object might be attained with less labor and more expe- dition. In order to produce the desired " vacuum," his first idea was to explode a small quantity of gunpowder in the bottom of the cylinder, which, as he supposed, would expel the air through a valve opening upwards through the piston, while the immediate falling back of the valve would prevent the readmission of the air. It was found on trial, that a " complete vacuum" could not be eifected by this method, and Mons. Papin, after revolving various expedients in his mind, con- cluded at last to employ steam as the exhausting agent. The reader will observe, that in all previous attempts to use the power of steam, the sole object had been to raise water to a higher level ; and that purpose was effected merely by applying the steam directly to the surface of the water to be raised. Papin was the first to make the force of steam more generally available, by preparing for it a separate chamber, as it were, in the hollow of the cylinder ; — this he did by the introduction of the piston, and here was a long stride towards the per- fecting of the steam-engine. In sober truth, Mons. Papin was the first who really made a machine which deserved that name ; although, as we have previously observed, he was aiming at a different object, viz : the construction of an engine to be worked by atmospheric pressure. He is entitled to the credit due to the first application of two principles, which all his predecessors in their work of discovery had entirely over- looked. 1. Mons. Papin demonstrated the practicability of applying the moving force of steam, by means of the intermediate agency of the piston and its rod, to bodies on which it cannot act directly. 2. He recognized, as a constituent of the motive power, not the expansiveness of steam only, but its condensihility ; without which its expansive quality would be of little service. It was the misfortune of Mons. Papin to overlook the fact, that the motive power he sought would be more readily obtained by making steam the principal agent, instead of a subordinate. To this same inventor we are indebted for another important attachment to the steam-engine, namely : the safety-valve, which was employed by him in the apparatus called "Papin's Digester," which is still used to produce a powerful heat in cooking and chemical preparations. It had been remarked by De Cans and others, as an incidental fact, that water, when converted to steam, may be restored to its original state by the mere application of cold ; — but Papin was the first who 12 STEAM. endeavored to make this circumstance useful in the operation of the machine. His method of condensation, however, was extremely awkward and dilatory ; so much so, at first, that the best expedient he could devise was to remove the fire, and then permit the enclosed vapor to cool of its own accord. Captain Savery is the next person on the record, who is supposed to have conti'ibuted to the progress of this invention. Several anecdotes are told of this gentleman, which seem to signify that his attention was accidentally directed to the subject which afterwards occupied so much of his thoughts. It is reported that he was one day refreshing himself with a bottle of wine at a tavern, and having thrown the flask into the fire, he observed that the small quantity of liquor which had been left in the vessel, became so expanded by the heat, as to fill the bottle com- pletely. Captain Savery then took up the bottle and plunged it, mouth downwards, into a basin of cold water, which stood near him, and admiringly beheld the water rising into the receiver, in which the con- densation of the steam had produced a partial vacuum. This trivial incident, it is said, first suggested to Savery the possibility of applying steam, or any other expansive and volatile fluid, to the most important uses. But it does not appear that he prosecuted his discovery far beyond that point which had already been reached by others. His greatest achievement was the adaptation of steam' power to the pro- duction of a vacuum in a simple machine, which merely answered the purpose of a sucking-pump of considerable power, which was found to be of practical utility in the process of raising water from wells or mines. He did not avail himself of Papin's improvements, but reverted to the old method of applying the steam directly to the surface of the Avater, which had been employed by the Marquis of Worcester many years before. Captain Savery, however, possessed so much ingenuity and mechanical skill, that he was enabled to contrive many facilities and improvements in the machinery constructed on these principles ; and his engines came to be in great request for supplying dwelling houses with water, and for other purposes. After the death of Captain Savery, (a. d. 1718,) his contrivance wa^much improved and simplified by Dr. Desaguliers. This last-named gentleman introduced an improved method of condensing the vapor in the receiver, by injecting a small current of cold water, whereas it had been the practice of Savery to cfi"ect this object by dashing water over the outside, which occasioned a great loss of time and waste of fuel. It has previously been remarked, that Monsieur Papin was the original contriver of the safety-valve for a special purpose, but Dr. STEAM. • 13 Desaf^ullers first made it a custoniarj attaclimcnt of the steam-engine. Tlie safety-valve is a lid or stopper which covers an aperture in the boiler, and is retained in its place by a weight sufficient to resist the expansive power of the steam up to a certain point, while it must yield before the accumulated force of the confined vapor could terminate in an explosion. Two humble mechanics of Dartmouth, Devonshire, England, John Newcomen, a whitesmith, and John Galley, a glazier, are the next to take up this chain of invention. Newcomen, with the assistance of his friend and colleague, completed the working model of an atmospheric eno-ine in 1711. The main principle adopted by them was that of Monsieur Papin— making the weight of the atmosphere the moving power, and using steam merely to exhaust the receiver. They also used Savery's method of condensation, by pouring cold water over the external surface of the cylinder ; but this method they soon abandoned for the more economical and convenient plan of Desaguliers, which, with a little modification, is still in use. Newcomen and Galley, being persons of little erudition, are said to have been totally unacquainted with the experiments of De Cans, Worcester, Papin, kc, but arrived at the same conclusions by the force of their own unassisted ingenuity. They were indebte'd to an accident for the discovery of the improved mode of condensing the steam by the injection of cold water into the cylinder. Newcoraen's engine possessed several decided advantages over that of Savery. The latter was practically useful only so ftir as it could be made to do the service of a sucking-pump, and it ceased to be serviceable in raising water, when the column raised became equal in weight to a column of the atmosphere of equal base. It was almost unavailable, therefore, for the purpose of pumping water from mi/ies — the use for which such engines were chiefly in demand at that time. The superiority of Newcomen's engine in this particular was most remarkable. Many mines which had been inundated for years were, by the help of this invention, cleared of water, and preserved in that condition until the excavations were carried to unprecedented depths. For many other important purposes, this new apparatus was found to be eminently serviceable. But how obviously defective was the construc^^n of this engine ! How unsatisfactory were its operations, when we place it in the scale of comparison with the perfect machine of our own day ! As, in the process used, the cylinder was completely cooled after every Btroke of the piston, the waste of fuel was so great, that Newcomen's engine could not be economically employed in circumstances which permitted the use of animal power ; and besides this, its operation was 14 • STEAM. slow, distressingly slow. Moreover, as the machine derived all its energy from the weight of the atmosphere, its force was necessarily limited to fifteen pounds on each square inch of the superior surface of the piston, making no allowance for friction, or the imperfection of the vacuum beneath ; circumstances which must make a very considerable reduction in our estimate of its power. It should be borne in mind, that the expansive force of steam was not used in this engine, and that all the uses which steam performed in the movements of the apparatus could have been executed by an air-pump, or any other agency capable of expelling or withdrawing the atmospheric fluid from beneath the piston. Up to this time, therefore, it may appear that the plan of a genuine steam-engine, i. e., one in which steam power was indispensable, had never presented itself to any human being. And for more than fifty years afterwards no progress was made in the adaptation of steam to the purpose of giving motion to machinery. It is true that various minor improvements were made on Newcomen's apparatus, but the main principle continued the same — the power of steam being made subordinate to the weight of the atmosphere. Mr. Brighton, in 1718, so far improved on Newcomen's plan as to make the machinery itself open and shut the cocks which supplied the apparatus with steam and water, instead of having those services per- formed by an attendant. The cause of steam was in this condition, when (a. d. 1736) the attention of James Watt, a native of Greenock, Scotland, was attracted to the subject. Mr. Watt was born of parents whose condition in life was respectable, though not opulent. The condition of his bodily health was so feeble as to prevent him from pursuing his early studies with regularity at the public seminaries, but such was his thirst for knowledge, that no obstacle could prevent him from obtaining such education as accorded with the direction of his genius. Even in his childhood his favorite study was mechanical science, and to this study he applied himself, at home, with the utmost assiduity. At a very early age his attention was attracted to ijie employment of steam as an operative power in machinery ; his first thought, in connection with thin subject, being turned towards the propulsion of land carriages by steam power. In the winter of 1763 a small model of Newcomen's engine came into his possession ; and by studying the operations of this machine, he first conceived the fortunate idea that the steam might be made to perform a more important duty than Newcomen and his predecessors had ever thought of. The defects of Newcomen's engine were mani- STEAM. 15 festly presented to his observing genius. The disproportionate size of the boiler, and other errors in the construction of the model, were corrected by Watt, who also substituted a cylinder of cast iron for that of brass, which had been used by Newcomen ; for he observed that the brazen cylinder abstracted more of the heat from the steam, and so lessened its expansion, occasioning thereby a proportionable loss of power. But his thoughts were soon turned aside from the correction of Newcomen's minor mistakes, to the rectification of the primary error which had made all the engines constructed on the atmospheric prin- ciple comparatively inefficient. In short, Mr, Watt recognized the great advantage which might be gained by advancing steam from its subservient position to that of a principal agent. This idea he followed up with the most indefatigable application, trying innumerable experi- ments for the purpose of ascertaining all the powers and properties of the agency which he proposed to use. The results of some of these experiments were of great consequence in his future researches. For example, he found that the rapidity with which water evaporates, depends simply on the quantity of heat which is made to enter it, and that this quantity of heat was proportioned to the extent of surface exposed to the fire. He also ascertained the amount of fuel required for the evaporation of any given quantity of water, the heat at which water boils under various pressures, and many other particulars which had never been taken into consideration by any previous observer. Having thus made himself thoroughly acquainted with the agent, he was eminently prepared to control or direct its action to the best advantage. In the first place, he remarked that the inartificial methods adopted by his predecessors for cooling the cylinder, occasioned a waste of at least three-fourths of the fuel. If the cylinder could be kept per- manently hot, this waste, and much loss of time, could be avoided. After mature reflection, during which many expedients were thought of and rejected, he began to consider the possibility of withdrawing the steam from the cylinder to be condensed in some other vessel. If this course should be practicable, the separate vessel alone, i. c, the " condenser," would be cooled by the water used to cool the steam ; and it appeared to him, as experiment afterwards proved, that the cooling of the condenser would quicken the process of condensation rather than retard it. The benefits of these alterations were soon made obvious to every perception. By keeping the cylinder constantly at the same temperature, one- fourth part of the fuel formerly used was found to be quite sufficient ; and besides this important item, the saving of expense in the maintenance of the engine, much power was gained 16 STEAM. ' A by the production of a more perfect vacuum in the cylinder, in which no water was noAV admitted to generate new steam, while it expelled the old. Watt's first expedient to cool the steam in the condenser was keeping that vessel enclosed in another of cold water ; preferring this method to the admission of cold water into the condenser itself, as its accumulation there might occasion a difiiculty in removing it as rapidly as was necessary. But with a view to the attainment of greater speed in the movement of the machinery, he found eventually that the best contrivance was to admit a sufficient quantity of water into the con- denser, and remove it afterwards by a pump of suitable power. Several other difficulties, some of which, at the first view, appeared quite formidable, were finally overcome by the perseverance and ingenuity of this distinguished inventor. His pecuniary resources were enlarged by a contract made with Dr. Roebuck, who advanced the funds required for prosecuting Mr. Watt's experiments, for the con- sideration of two-thirds of the profits, to be secured to him in case the new machine should come into successful operation. In these cir- cumstances, Mr. Watt took out his first patent in 1769 ; but his col- league. Dr. Roebuck, having, as the phrase goes, " too many irons in the fire," soon became involved in pecuniary embarrassments, and was unable to fulfil his part of the contract by advancing the stipulated sums. Owing to this unfortunate state of affairs, Mr. Watt was com- pelled, for the term of five years, to engage in the business of a Civil Engineer ; but, at length, (a. d. 1774,) having formed a business con- nection with an extensive hardware manufacturer at Birmingham, he was enabled once more to revert to his favorite pursuit. The first measure adopted by Mr. Watt and his partner was to erect an engine in their manufactory at Soho, which they submitted to public inspec- tion ; and soon after the firm of Boulton & Watt commenced the manu- facture of steam-engines as a regular business. Respecting the first application of steam to the propulsion of vessels, a variety of facts will be detailed in our sketches of the lives of John Fitch and Robert Fulton. JOHN FITCH. Before we begin our biographical sketch of this ingenious but very unfortunate man, it may not be out of place to give some account of the state of human knowledge in reference to steam navigation at the time when Fitch commenced his experiments. It was said, in the pre- ceding article, that Mr. Watt's first intention in the employment of steam power, was the impelling of land carriages. From such a pro- ject a man's thoughts might, by a very easy transition, turn to the pro- pulsion of vessels by the same agency. This application of steam was too obvious, we might suppose, to escape the attention of any man who had seen a steam-engine in operation. We dare say, therefore, that from the time the first engine was erected at Soho, it was very common for men of mechanical genius to imagine the probability that the new invention might become serviceable to navigation. In 1737, more than thirty years before Mr. Watt took out his first patent, a certain Jona- than Hulls, of London, claimed to be the inventor of " a machine for carrying vessels out of, or into, any harbor, port or river against wind and tide, or in a calm." A draught of this machine is still preserved, and wo must aver that it looks surprisingly like an old fashioned steam- boat, being furnished with chimneys, propelling wheels, and other cus- tomary appurtenances. We have no account of the mode in which Mr. Jonathan Hulls generated his moving forces, but it is evident, from the smoking chimney and other significant indications, that fire had something to do with the matter. Hulls obtained letters patent for this invention from George II., but it is presumed that want of funds, or some other fatal obstacle, prevented him from bringing his project to a practical result, as we have no further account either of Mr. Jona- than Hulls, or his marvellous invention. And although we find several allusions to the practicability of steam navigation, not forgetting the celebrated couplet of Dr. Darwin — * " Soon shall thy arm, unconquered steam, afar Drive the swift barge or urge the rapid car"— (17) 18 JOHN FITCH. yet practical men were content to leave the whole subject in the dominion of poetry and romance, until an obscure native of Connecticut, with the homely name of John Fitch, undertook to realize what had hitherto been considered one of the most extravagant dreams of fancy. JOHN PITCH. Fitch, with a stroke of melancholy sarcasm, terms it the greatest misfortune of his life, " to have conceived the idea that a vessel might be carried through the water by the force of steam." Nevertheless, it appears from the manuscript records of his life, which he deposited in the Philadelphia Museum, that he was familiar with the aspect of mis- fortune from his very birth. He was born near East Windsor, Con- necticut, in the year 1743, on the 21st of January, old style. His father, who was a farmer in good circumstances, appears to have been a person of a sordid and morose temper ; and the best report his son can make of him is, that he always provided a sufficiency of pork, beans, codfish and potatoes for the use of his family. We should have been better pleased with him if he had furnished his son John with the usual facilities for the acquirement of useful knowledge. He appeared to think it quite sufficient for every useful purpose if the lad learned to read the Bible, and to give correct answers to all the questions in the catechism. With such a parent as is here described, what difficulties and dis- couragements must have been encountered by a mind hungering and thirsting after knowledge ! But, even at that early day, John's resolute spirit of inquiry was invincible. He obtained an old copy of Hodder'a Arithmetic, and in the hours of relaxation from the labours of the JOHNFITCn. 19 farm, succeeded, "W'ithoiit assistance, in mastering all the dilficulties of that elementary work. At this time he had not completed his eighth year. Some time after, when his fiither had repeatedly refused to supply him with a copy of Salmon's Geography, he contrived to earn the money required to buy one, by devoting the little time allowed him for recreation to the cultivation of a small potato-patch on a piece of un- occupied ground. By dint of such untiring exertion, young Fitch, in spite of all the disadvantages of his situation, contrived to obtain a moderate English education before he reached the years of maturity. In devising a mode of maintenance for his future life, he made an ex- perimental sea voyage at the age of seventeen, but his tastes and habits did not much incline that way ; and, soon after his return, he applied himself to learning the trade of clock making, having always had a predilection for machinery. The master artist who undertook to instruct Fitch in this branch of manufacture, kept him employed in domestic duties, such as rocking the cradle and attending to the cook- ery, by which occupations his knowledge of horology was not much advanced ; and at the end of two years he left his instructor, very much dissatisfied with his acquirements. But there were other wooden clock makers in Connecticut, even at that early period, and John Fitch soon found one who did not connect the operations of the business with cook- ing and cradle rocking. On the contrary, this new employer resolved that his apprentice should learn clock making and nothing else, although a part of the business of the shop was the repairing of watches, with which process likewise John desired to become acquainted. ]\Iatters were so conducted that he was never permitted to see a watch taken to pieces or put together. But this churlish treatment was not the only inconvenience he was doomed to suffer ; for, as he tells us in his manu- script narrative, although he possessed but a moderate appetite, he was never permitted to satisfy it except on one occasion, when, by nice management, he contrived to make " a good hearty meal on potatoes." The reader will believe that John was not tempted to remain for an unreasonable length of time under the jurisdiction of this Connecticut clock-maker ; in fact, he soon thought it most expedient to set up busi- ness for himself, and within the space of two years he managed to ac- cumulate the sum of fifty pounds, " which to me, at that time, (says John,) appeared to be an inexhaustible treasure." It was soon exhausted, however, and his patience likewise, for having injudiciously married a young lady of acid disposition, named jMiss Lucy Roberts, she " led him such a life," (to borrow the phraseology of John's manuscript,) that he was obliged to "withdraw precipitately from his domestic altar, and take 20 JOHN FITCH. refuge in the village of Pittsfield, Massachuaetts. Not meeting with any encouragement there, he removed to Albany, N. Y., and from thence again he wandered into New Jersey, where, becoming reduced in cir- cumstances to a very low level, he performed the services of a day- laborer on a farm. His feeble bodily condition unfitted him for this duty, and he finally established himself at Trenton in the useful and respectable, though not very lucrative business of button-making. When the Revolution commenced. Fitch, of course, ranged himself on the side of patriotism, and rendered most acceptable service to his country by repairing arms for the continental troops. While the war was in progress, duty carried him to the West, where he was taken prisoner by the Indians, and remained in captivity for several months, enduring many hardships, but finally managed to make his escape. At the end of the war he returned to New Jersey. It was about this time, (April, 1785,) when his thoughts were first directed to the subject of steam conveyance ; and he seems to have afterwards considered it highly presumptuous for a man as poor as him- self to engage in such a stupendous project. " If I had not the most convincing proofs to the contrary, (says he,) I should certainly charge myself with being non convpos mentis at the time." He likewise assures us in his manuscript autobiography, that when he first conceived the idea of employing steam power for propelling vessels, he did not know that such a thing as a steam-engine existed, although Mr. Watt had erected one in England ten years before. Fitch believed the idea to be original with himself, until his brother-in-law one day showed him a drawing and description of the machine invented by Watt. He was " amazingly chagrined," as he tells us, to find that his grand discovery had been anticipated ; but he comforted himself with the reflection, that if steam could be made to turn a wheel on the land, there was nothing to prevent it from becoming equally useful on the water. In short, he was more than ever convinced that his plan of navigation by steam was altogether practicable. It is shown by the most irrefragable testimony that John Fitch was the first man, in America at least, and probably 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 Washington, states that Fitch took out a patent for the application of steam to navigation, in the year 1788, before which time no similar patent had been issued in this country. The earliest ascertained experiments of Mr. Fulton in steam navigation took place about the year 1708, ten years after the date of John Fitch's patent. JOHN FITCH. 21 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. Fitch brought his plan to the test of experiment on the Delaware river a short time after he took out his patent. The following 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 revolutions. Each revolution of the axis moves twelve oars or paddles five and a half feet ; they work perpendicularly and are repre- sented 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." ^-^ />// In,, .. >. fitch's PHILADELPHIA BOA T — 1 7 8 6 This description was written by the inventor himself, and was first published in the Philadelphia Columbian Magazine, vol. 1, for Decem- ber, 1786. Fitch's boat was tried, as previously stated, on the Delaware river, in front of Philadelphia. The boat was ordered under way at slack water, and, by the most accurate measurement, was found to go at the rate of eight miles per hour, or one mile in six minutes and a lialf. It after- wards went eighty miles in a day. 22 JOHN FITCH. The Governor and Council of Pennsylvania expressed their satisfac- tion with the result of this experiment by presenting to the proprietors of the boat a superb silk flag, emblazoned with the arms of the State. But, after all this magnificent demonstration, the most glorious achieve- ment 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 had been made, and when all reasonable doubts respecting the practica- bility and utility of the invention should have vanished — refused to ad- vance any more money. It seems that those noble spirited gentlemen, who constituted the first steamboat company ever organized, disbanded themselves because they were afraid to meet the " unceasing ridicule" which this project had excited. Not even tli3 practical realization of the plan could prevent fools from laughing at it as an insane specula- tion ; nor could the sight of a veritable steamboat, paddling along the DelaAvare, enable wise men to treat this idiotic merriment with con- tempt. 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 accom- plished, or the importance and value of his invention duly appreciated by his countrymen. Justice to the memory of John Fitch forbids the omission of one par- ticular incident of his life, which establishes, beyond all cavil, his claim to the invention of the steamboat. Before the dissolution of the com- pany just referred to, Aaron Vail, Esq., one of the members who w^as 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 country. 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 relating 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 coj^ies, 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. He struggled manfully to bring it once more into the scope of public observation, but the public, JOHN FITCn. 23 O cw S5 2 B "S, S i en Db < 3 18 ^ > 24 JOHN FITCH. when it had kindness enough 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 gentleman, who heard his glowing descriptions with signifi- cant smiles, one of his auditors remarked, 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. Rittenhouse, 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, (there spoke a true prophet !) whether I bring it to perfection or not." Fitch returned from Europe to his own country, destitute and heart- broken. For two years he was obliged to depend for his daily bread on the kindness of a relation, Colonel George King, of Sharon, Connecti- cut. 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 boa.tmen would enliven the stillness of his resting-place, and the music of the steam- engine sooth his spirit." His manuscript journal contains the following prophetic exclamation : " The day will come when some more powerful man will get fame and riches from my invention, but nobody will believe that poor John Fitch can do any thing worthy of attention !" The fate of this man is a melancholy exemplification of the treatment which the world often accords to its best benefactors. Further comment is not required. " We can no more, — by rage, by shame suppress'd, Let tears and burning blushes speak the rest." ROBERT FULTON. TVniLE 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 acknowledgment, that the subject of the present sketch, by his firmness of purpose and energy of character, no less than by his brilliant genius and correct judgment, carried the enterprise through to a successful and glorious 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 circumstances, which may explain the fact that Robert's early education was somewhat neglected. His earliest tastes inclined him to observe the operations of difi"erent 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 estima- tion of his rural neighbors, quite an expert artist. Two years later he practised portrait and landscape painting in Philadelphia. Here he soon acquired money enough to purchase a small farm in Washington County, where he provided his widowed mother with a comfortable home, while he made preparations for a voyage to England, according to the advice of some of his friends, for the purpose of exhibiting some of his paintings to his countryman, Benjamin West. Mr. West, at this time, enjoyed the favor and patronage of the British government, and his reputation as one of the first painters of the age was already established. He received young Fulton with much kindness, gave him all possible encouragement, and ofiered him a home in his own house, where he remained for two years. At the end of that time Mr. Fulton travelled 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 25th year, (a. d. 1793,) he was actively engaged in a project to improve inland (26) 26 ROBERT FULTON. EOBERT FULTON. navigation, and one year later he obtained from the British govern- ment 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, and the 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 Board 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. He now visited France, for the purpose of introducing his canaj improvements into that country. In the year 1707, he became acquainted Avith the cele- brated Joel Barlow, who then resided at Paris. In the family of this distinguished American gentleman, 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. ROBERTFULTON. 27 In 1797 Messrs. Fulton and Barlow made experiments on the river Seine with a machine which the former had constructed on the torpedo principle, the object of which was to destroy an enemy's ships by sub- marine explosions. These experiments proved unsuccessful. But not at all discouraged by his first failure, Mr. Fulton pursued this object until his plan for propelling and steering a boat under water was brought to perfection. When this satisfactory result was attained, he 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 the meantime, Buonaparte had placed himself at the head of public aifairs in France, and he, not being one of the " old fogy" school, promptly responded to Mr. Fulton's application by appointing a com- mission to examine the new warlike machine. The examining committee having made a favorable report, Mr. Fulton was supplied by Napoleon with a sufficiency of funds to bring some of his plans to the test of ex- periment. He first made a trial of the " plunging boat" at Brest, in 1801. Notwithstanding many imperfections in the machinery, and other disadvantages 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 perfect 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. lie next attempted to put this invention to its 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 the distance of two hundred yards, he blew her to atoms. A similar at- tempt was made on an English seventy-four, which saved herself at the critical moment by an accidental change of position. The advantages of submarine warfare were not fairly estimated in Europe, and Mr. Fulton, having become disgusted with the tardy action of several European governments in relation 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 was made to enable liim to put the capabilities of his torpedo to a fair trial. By means of one of these jewels of Bellona, he blew up, and totally unni- hilated, a large hulk brig, which had been prepared for the purpose in the harbor of New York. In 1810 Congress granted ^5000 to meet 28 ROBERTFULTON. the expenses of additional experiments with Fulton's explosive appara™ tus, and a committee was appointed to superintend these trials. The old sloop-of-war Argus, under the direction of Commodore Rogers, was prepared for defence against the torpedoes, and that skilful Commander did his best to make them ineffective. In these circumstances, Mr. Fulton did not succeed in his main design of bloAving 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 on which he had bestowed considerable study during his residence in Paris. In this enterprise he possessed one grand advantage over all who had preceded him, being enabled to avail himself of the great improvements which Watt and others had made in steam machinery. But for certain adaptations of that machinery to the object required, he was obliged to depend on his own inventive 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 laid aside, nor was it resumed until some time after his return to this country. Mr. Fulton took out his first patent for improvements in steam navi- gation on the 11th day of February, 1809, and on the 9th 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 in his steamboat experiments at Paris, and never at any time withheld his aid when the enterprise required it. The legislature of New York liaving passed an Act which secured to Messrs. Fulton and Livingston 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 and Bolton, of Birmington, England ; it was ROBERT FULTON. 29 constructed according to the specifications furnished by Mr. Fulton, ■who did not permit the manufacturers 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 several 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 assembled 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 tlirough the still waters, the multitude for awhile stood gazing in mute astonish- ment, mingled with awe, at what they considered a miracle of art. But C L E K M N T — 1 8 7. when the boat, having reached the centre 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 feelings of Robert Fulton at that moment ? The day of recompense had arrived ; his toils, travels, severe studies and frequent disappoint- ments 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 30 ROBERT FULTON. homage which his genius and his services to the cause of human pro- gress had deserved. This first boat, whose performance so electrified the spectators, 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 hundred and fifty miles in about thirty hours against the wind. Soon after, the Clermont became a regular passage boat between New York and Albany. Certain Quixotic per- sons 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 overcome 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 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 attempted 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 argu- ment, the chancellor refused to grant an injunction. The Supreme Court, however, reversed the chancellor's decision, and ordered a per- petual injunction on the opposition boats. In the year 1812, two steam ferry boats for crossing the Hudson river, and one for the East river, were built under Mr. Fulton's direc- tions. Thenceforth steamboats began to increase and multiply, and improvements were gradually introduced 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 most convenient. About the beginning of the last war with England, Mr. Fulton ex- hibited 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, &c. Several distinguished naval commanders had already pointed out the advantages which must result from the employment of steam in pro- pelling war vessels, and Mr. Fulton's plan was so well received, that in the spring of 1814 Congress passed a law authorizing the President to cause to be built, equipped and employed one or more floating batteries, for the defence of the ports and waters of the United States. In con- I ROBERT FULTON. 31 formity 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 fifty-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 Robert Fulton, was the engineer. Before this vessel was completed, Robert Fulton had ceased to exist. While superintending the works on board of the steam frigate, he ex- posed himself too long on deck, on a wet and stormy day ; an attack of pleurisy followed, which terminated his valuable life on the 24th day of February, 1815. Mr. Fulton was married,' in the year 1806, to Miss Harriet Livingston, a relative of chancellor Livingston, his friend and associate in the steam navigation enterprise. He left four children, one son, Robert Barlow Fulton, and three daughters. In another department of this work we shall have occasion to speak of the part Mr. Fulton took in the establishment of steam navigation on the western waters. GLIMPSES OF Ex\RLY LIFE ON THE WESTERN WATERS. All who are infected with that prevailing taste for romantic horrors, which distinguishes the fictitious literature of our day, may employ themselves agreeably in examining the records of early life on the western rivers. The most extravagant fiction which the morbidly ex- cited imagination of a modern novellist has produced, could scarcely fur- nish parallels for the veritable exploits and wild adventures of some of those daring and reckless men who navigated the Ohio and Mississippi before the era of steamboat travel had commenced. The life of these primitive navigators so abounded with labors and perils, that the occupa- tion of an ancient knight-errant might be called safe and delightful, by way of comparison. The dangers and embarrassments encountered by Tasso's hero in the enchanted forest, will appear in description to be quite insignificant when we compare them with the daily experience of the Mis- sissippi or Ohio boatman, who flourished some forty or fifty years ago. Before the panting of the steam-engine was heard on these waters, the only river conveyance for freight and passengers was a species of boat called a barge, or bargee, according to the French nomenclature. The length of this boat was from 75 to 100 feet ; breadth of beam from 15 to 20 feet ; capacity, from 60 to 100 tons. The receptacle for the freight was a large covered coffer, called the cargo-box, which occupied a considerable portion of the hulk. Near the stern was an apology for a cabin ; a straightened apartment six or eight feet in length, in which the aristocracy of the boat, viz : the captain and patroon, or steersman, were generally quartered at night. The roof of the " cabin" was slightly elevated above the level of the deck, and on this eminence the helmsman was stationed to direct the movements of the boat. The barge was commonly provided with two masts, though some carried but one. The chief reliance of the boatmen was on, a large square sail forward, which, when the wind was in the right direction, accelerated the progressive motion of the boat, and relieved the hands, who at other times were obliged t^ propel the barge by such laborious methods as we are about (32) THE WESTERN WATERS. 33 to describe. But before we exhibit the process used in navigating these rivers at that period, the reader should be made acquainted with the peculiarities of the rivers themselves. EAKLY NAVIGATION ON THE WESTERN WATERS. The Mississippi, in particular, is celebrated for its turbulence and impetuosity, and truly it deserves its reputation, for its violent demeanor is such that its own shores are unable to control it. It scorns the limi- tations to which other rivers are subject ; and, sometimes, in its capri- cious fury, it sweeps away fields or forests, or any other obstacle to its headlong course. Sometimes, indeed, it succeeds in obstructing its own progress with a conglomerated mass of earth and trees carried down by its current, and then an inundation of the neighboring country is the usual result. From this description it may appear that the navigation of such a stream by the methods formerly in use was no holiday amusement ; especially when it became necessary to stem the torrent in ascending the river. '■^ Facilis est descensus" — to go doivn — in this use, as on many other occasions, was comparatively light labour, but to return, that, as Virgil remarks, in reference to another subject, was the grand difficulty. This was a service which required men of iron frame and undaunted resolution. Several different modes of propelling the barges were used by hardy boatmen. The work required about fifty men to each boat. At times, all these " hands" were employed in rowing ; which, however, against such a stream as that of the Mississippi, was generally a great waste of labor to very little purpose. When circum- stances permitted, the navigators resorted to the use of the cordelh. This was a stout rope or hawser, one end of which was attached to the bows or foremast of the barge, and the other extremity carried along the C4 GLIMPSESOFEARLTLIFE shore or beach on the shoulders of the whole boat's crew, who thus per- formed the same duty that a horse does when towing a boat on a modern canal. It very often happened that this mode of progression was unavailable, as when the shores offered no convenient tow-path, or were obstructed by trees. In these circumstances, the "warping" pro- cess was adopted. The yawl was sent out with a coil of rope, which was fastened to a tree on shore, or a "snag" in the river, and while the hands on board were pulling up to this point, another coil was sent out to be fastened to some object farther ahead, and so the warping process was repeated. Again, it was expedient, at times, to use the setting poles, one end of which being set in the bed of the river, a suf- ficient purchase was obtained to enable the men to push forward the boat with their shoulders. This latter mode of propulsion was used chiefly on the Ohio ; the bottom of the Mississippi was too yielding and the current generally was too rapid and powerful to make the use of the poles eligible in that river. By these changes from towing to warping, from warping to poling, and from poling to rowing, we are in- formed that the crews of the boats were " rested and refreshed ;" and as "variety is the spice of life," it is presumed that they found their diversified labours altogether agreeable. By the way, it may puzzle some of our indolent cotemporaries to guess how men could be found who were willing to engage in this toilsome occupation, while any other possible means of subsistence were within their reach. Well says the proverb, that "there is no accounting for tastes ;" but apart from this consideration, it may be observed that the life of a western boatman was not without its pleasures and enjoyments, as well as its pains and perils. The men who entered this service were such jolly, roving blades as could not be content with the dull hum-drum occupations of every- day life — but such as required excitement and even the prospect of danger to stir up their animal spirits. The earliest history of the Mississippi is associated with narratives of piracy and murder. Buccaneers infested the mouths of the river, as its bays and creeks afforded places of concealment for themselves and their ill-gotten wealth. These aquatic banditti flourished to some extent, even after the war of 1814, and their last leader, Lafitte, is renowned in tale, song, and history for his courage, cruelty and crimes. His vessels were usually concealed in the land-locked bay of Barataria, to the westward of the mouth of the river. When these celebrated sea-robbers had been extirpated by the Ameri- can government, and while the hunting grounds of western Virginia and Kentucky were being gradually wrested from the Shawnee Indians, the ONTHEWESTERNWATERS. 35 population became more dense, and the Mississippi itself became the means of communication and barter with the more northern tribes. Another race of aquatics now succeeded, who, if history and tradition do not greatly wrong them, were not much more exemplary in their conduct than the pirates and buccaneers who preceded them. We refer to the Mississippi boatmen. The reader has been made acquainted with some of the difficulties with which they had to contend, while struggling for weeks or months, without intermission, against the impetuous cur- rent, but they were obliged, in addition to all this, to " fight their way," very often with the skulking Indians on the banks, or with the scarcely half-civilized white inhabitants of various districts contiguous to the sh»res of the river. The boatmen who ascended the Ohio were not unfrequently assailed by the savages, who, taking up the most favorable positions, either poured down the contents of their rifles on the boat as she passed, or, taking advantage of the dense fogs, boarded them in their canoes, and exterminated the crew of the barge without mercy. The crews of different boats likewise had their feuds or rivalships, and when these hostile barges happened to meet on the river, battles and bloodshed were the usual results. Such a cours^ of life was well calculated to make these boatmen law- less, desperate, and ferocious ; but it appears that there was one bright spot on the dusky disc of their reputation. Their "redeeming virtue," as we are told, was scrupulous fidelity to their employers, the merchants, who entrusted them with valuable cargoes, without insurance, or any other guarantee except the receipt of the steersman, who possessed no other property than his interest in the boat. Nevertheless, this scru- pulous integrity may appear to have been based on policy rather than principle, for the boatman's business depended solely on the confidence of the merchant in his honesty and fair dealing. It is reported, that numbers of wealthy travellers, who had occasion to take passage in these boats, never uttered any subsequent complaints of ill-treatment, unless these complaints were made to the catfish at the bottom of the river ! Mysterious disappearances were of frequent occurrence at that time, and it required a stout heart to make a voyage down the Missis- sippi, if the voyager carried with him any property which might tempt the cupidity of these piratical boatmen. The model hero of this tribe was the famous Mike Fink, who, if we mistake not, has figured on the pages of more than one popular romance of our day. The veritable Mike, without any fanciful embellishment, was a ruffian of surpassing strength and courage, his rifle was unerring, and his conscience was as easy and accommodating as a man in his line 36 GLIMPSESOPEARLYLIFE of business could wish. He had not been regularly trained from youth in the vocation of a boatman, but originally belonged to a company of government spies, or scouts, "whose duty it was to watch the motions of the Indians on the frontiers. This peculiar service is thus described : — At that time Pittsburgh was on the extreme verge of white population, and the spies, who were constantly employed, generally extended their reconnoissance forty or fifty miles to the west of this post. They went out singly, lived in the Indian style, and perfectly assimilated them- selves in habits, tastes and feelings to the red men of the forest. A kind of border warfare was kept up, and the scout thought it as praise- worthy to bring in the scalp of a Shawnee as the skin of a panther. He would remain in the woods for weeks together, using parched corn for bread, while for meat he depended on his rifle. At night he slept in perfect comfort, rolled up in his blanket with nothing but a magnifi- cent canopy of stars, or, as it might happen, with a drapery of clouds over his head. Mike Fink, after having pursued this delicious mode of life for some time, appears to have got tired of his land service, and betook himself to the water. He now engrafted several other occupations on that of the boatman ; for while he dealt liberally and honestly with his friends and mercantile patrons, he put all the rest of mankind under contribution ; and, in fact, was known from Pittsburgh to New Orleans as a regular freebooter. An anecdote illustrative of his address and presence of mind is thus related : — One day, while he was making a little excursion in the woods, creeping along, according to his Indian habits, with the stealthy tread of a cat, his eye fell upon a beautiful buck, browsing on a barren spot, about three hundred yards distant. The temptation was too strong for the old woodsman, and he resolved, although the place was right peril- ous on account of Indian neighbours, to have a shot at all hazards. Repriming his gun and picking his flint, he made his approaches in the usual noiseless manner. At the moment he reached the spot from which he meant to take his aim, he observed a large savage, intent upon the same object, advancing from a direction a little different from his own. Mike shrunk back behind a tree with the quickness of thought, and keeping his eye fixed on the hunter, awaited the result with patience. In a few moments the Indian halted within fifty paces, and levelled his piece at the deer. In the meanwhile Mike presented his rifle at the body of the savage, and as the smoke issued from the gun of the latter, the bullet of Fink passed through the red man's breast. He uttered a yell, and fell dead at the same instant with the deer. ON THEWESTERN WATERS. 37 Mike reloaded his rifle, and remained in his covert for some minutes, to ascertain whether there were more enemies at hand. He then stepped up to the prostrate savage, and having satisfied himself that life was extinct, he turned his attention to the buck, and took from the carcase such choice pieces as he could conveniently carry off. Mr. Fink's skill in the use of the rifle is exemplified in the following in- stance. While descending the Ohio in his boat, he once made a wager with a passenger that he would, from the mid-stream, with his rifle balls, cut off" the tails of five pigs which were feeding on the banks. He executed this feat with such dexterity, that the unfortunate porkers were deprived of every vestige of their ornamental appendages, not a stump being left to indicate the position which said appendages had occupied. The death of Mike Fink was melo-dramatic at least, if it wanted the dignified characteristics of tragedy. He had a friend, one of his barge companions, named Joe Stevens, on whom he had lavished his good offices, taught him the use of the rifle, and many other accomplishments suited to his situation in life. Mike likewise had a sweetheart, the daughter of one of the early settlers, who dwelt in a cottage or shanty on the bank of the river, and performed the duties of laundress for the boatmen, among whom she had many admirers. Fink for some time appeared to be the most acceptable of this young lady's numerous lovers, but he was aroused at last from dreams of bliss, as delusive as they were delicious, by the fatal discovery that his friend Joe Stevens had fully realized all that felicity which he himself had enjoyed only in visionary perspective. Burning with rage and jealousy, Mike contrived to hide his resentment while he aAvaited a fair opportunity for vengeance. That opportunity came at last. On a certain fine autumnal afternoon, the crew of Fink's boat were recreating themselves on shore with the rifle exercise, shooting at a mark, which was a very common divertise- raent among gentlemen of their profession. Fink's reputation as an ac- curate marksman was so well established that his companions frequent- ly allowed him to fire at a tin cup placed on the head of one of their number, and the man who supported this target, having a perfect reli- ance on Mike's skill, never considered the valuable contents of his knowledge-box endangered in the least by this experiment. On the occasion now referred to, a stranger was present, and Fink, apparently with a desire to show off" his exquisite accomplishment, proposed to shoot at the tin cup in the manner just described. The person whom he selected to bear the target was his rival in love, and the object of his fierce but hitherto concealed resentment, Joe Stevens, who was wholly unsuspicious of the deadly malice whicli lurked in Mike's bosom 38 GLIMPSESOFEARLYLIFE Joe cheerfully consented to be £lie cup-bearer, and having assumed the glittering but perilous diadem, lie placed himself at the proper distance, and requested Mike to "blaze away." Mike did blaze away with a vengeance, but instead of aiming at the cup, as the spectators supposed he would, he directed the piece a few inches lower, perforated the skull of the unlucky Stevens, and laid him dead on the spot. A brother of Stevens was present, and he, suspecting that the bloody deed had been premeditated by Fink, levelled his gun at the latter, and shot him dead likewise. And thus the eventful life of this illustrious personage was brought to a sudden termination. Another river hero of great celebrity was James Gii'ty. Western Pennsylvania has the honor of giving him birth ; and some of his family, before his time, had acquired unenviable distinction. His two uncles, Simon and George, had adopted the Indian habits and costume, and were supposed to be the principal instigators of many of the atrocities committed by the savages on the frontier settlements. James Girty, the boatman, is represented to have been a natural prodigy. lie was not constructed like ordinary men, for, instead of ribs, bountiful nature had provided him with a solid, bony casing on both sides, without any interstices through which a knife, dirk, or bullet could penetrate. He possessed, likewise, amazing muscular power, and courage in proportion, and his great boast was, that he had "never been whipt." This man had been engaged in some of the most desperate adventures, and several times subjected himself to the severest penalties of the laws, but his customary good fortune saved him in all extremities. At one time, while he commanded a barge called the Black Snake, his boat's crew were fleeced, and some of them severely beaten by a strong party of gamblers at Natchez. The men refused to get the boat under weigh until they obtained vengeance ; and Girty, in order to save time, agreed to accompany them to the dance-house, where the gamblers held their head-quarters, to assist in punishing the villains as they deserved. Several of the gamblers were killed, and others badly wounded in the affray which followed ; Girty and some of the other ringleaders of his party were arrested, and afterwards tried for manslaughter ; but the lady who kept the dance-house, and who appears to have been a par- ticular friend and admirer of Girty, so managed it that the principal witnesses were not forthcoming at the trial. One witness only refused to absent himself at this lady's request, but she secured his silence by giving him a strong dose of arsenic a day or two before the trial came on. And so, as nobody appeared against Mr. Girty, he was " honor- ably acquitted." ONTHEWESTERN WATERS. 89 The river men were generally on the most friendly terms witn the hordes of robbers who infested the neighboring country. In fact, these " land rats and water rats," as Shylock would call them, were allies and associates, assisting each other in a variety of nefarious under- takings. A beautiful and romantic spot, called Cave-in-rock, on the Ohio river, was the general place of rendezvous for freebooters and boatmen. Here they held their grand councils, divided their plunder, and formed plans for future depredations. From the accounts here given, the reader may judge what was the state of human society on and about the western rivers fifty years ago. Travelling on those rivers, at that period, was not less dangerous than expensive and dilatory. Robberies and murders were the common incidents of westward travel, either by land or water. The barges were manned chiefly by men of desperate fortunes and characters, fugi- tives from justice, and other outcasts from society, who were prepared to commit any crime on the slightest provocation or inducement. We are now prepared to estimate the importance of that great change which may be called the Steamboat Revolution, a particular account of which will be given in the next article. COMMENCEMENT OF STEAM NAVIGATION ON THE WESTERN WATERS. From the year 1786 to 1811, the only regular mode of transporta- tion on the western rivers was such as we have described in the pre- ceding article. The entire commerce of those rivers was transacted by means of those clumsy contrivances called barges and flat-boats, which consumed three or four months in making the trip from New Orleans to Louisville, a trip which is now made by steam power in five or six days, and has been made in a little over four. The price of passage from New Orleans to Pittsburgh was then $160; freight $6.75 per hundred pounds. The introduction of steam has reduced the price of passage between these two cities to thirty dollars, and merchandise is carried the whole distance for a price which may be re- garded as merely nominal. Besides this great saving of time and money efl'ected by steam navigation on these waters, the comparative safety of steam conveyance is an item which especially deserves our notice. Before the steam dispensation began, travellers and merchants were obliged to trust their lives or property to the bargemen, many of whom were suspected, with very good reason, to be in confederacy with the land robbers who infested the shores of the Ohio, and the pirates who resorted to the islands of the Mississippi. These particu- lars being understood, we are prepared to estimate the value and im- portance of the services which the steam-engine has rendered, to the commerce and prosperity of the Western States. The earliest account we have of the navigation of the Mississippi, refers to a period more than three hundred years ago, when Ferdinand De Soto, the first discoverer of that mighty stream, was engaged in his famous and fantastic exploring expedition in search of " the foun- tain of youth." About one hundred years later. Father Joliet, a Jesuit ambassador and envoy from France, again disturbed these waters, by launching on their bosom a bark which had been trans- (40) NAVIGATION ox THE WESTERN WATERS. 41 ported by his fellow adventurers on their shoulders across the terri- tory between the Fox and Wisconsin rivers. The first vessel ever built on the waters of the West was the brig Dean, which derived her name from her builder and original proprie- tor. She was launched at the present site of Allegheny city, near Pittsburgh, in 180G. She afterwards made a vovafre from Pittsburo;h to the Mediterranean. When making her entry at the custom-house, at Leghorn, in 1807, the officer objected to her papers, declaring that such a port as Pittsburgh did not exist in the United States ! A map was produced, and the captain guided the finger of the officer along the courses of the Mississippi and Ohio, by Cincinnati to Pittsburgh, and the astonishment of the custom-house gentleman was unspeakable when the location of this new city in the wilderness was pointed out. This incident may give the reader some idea of the ignorance and in- credulity which prevail in Europe in relation to the rapid growth and prosperity of this country. After the purchase of Louisiana from Napoleon, in 1808, some eastern capitalists sent out mechanics, and built several ships on the Ohio. In 1805, Jonas Spoir built the ship "Scott" on the Kentucky river, twenty miles above Frankfort, and near the residence of that celebrated western pioneer. General Charles Scott. This ship was the first that ever made a successful trip to the Falls of the Ohio. She remained there for several months before the occurrence of a rise in the river sufficient to float her over. In the meantime, two other ves- sels from Pittsburgh, built by James Berthone & Co., had arrived at the Falls, and in the attempt to get over, the longest one was sunk, and soon after torn to pieces by the violence of the current. This accident was so discouraging, that no further attempts at ship-building were made on the Ohio. In 1811, Messrs. Fulton and Livingston, having established a ship- yard at Pittsburgh, for the purpose of introducing steam navigation on the western waters, built an experimental boat for this service ; and this was the first steamboat that ever floated on the western rivers. It was furnislied with a propelling wheel at the stern, and two masts ; for Mr. Fulton believed, at that time, that the occasional use of sails would be indispensable. This first western steamboat was called the Orleans. Her capacity was one hundred tons. In the winter of 1812, she made her first trip from Pittsburgh to New Orleans in 14 days. She continued to make regular trips between New Orleans and Natchez, until the fourteenth day of July, 1814, when she was wrecked near Baton Rouge, on her upward-bound passage, by striking a snag. 42 COMMENCEMENT OF STEAM NAVIGATION The first appearance of this vessel on the Ohio river produced, as the reader may suppose, not a little excitement and admiration. A steamboat, at that day,' was to common observers, almost as great a wonder as a flying angel would be at present. The banks of the river, in some places, were thronged with spectators, gazing in speechless FIRST BOAT BUILT ON THE WESTERN WATERS, 1812. astonishment at the puffing and smoking phenomenon. The average speed of this boat was only about three miles per hour. Before her ability to move through the water without the assistance of sails or oars had been fully exemplified, comparatively few persons believed that she could possibly be made to answer any purpose of real utility. In fact, she had made several voyages before the general prejudice began to subside, and for some months, many of the river merchants preferred the old mode of transportation, with all its risks, delays, and extra expense, rather than make use of such a contrivance as a steamboat, which, to their apprehensions, appeared too marvellous and miraculous for the business of every day life. How slow are the masses of man- kind to adopt improvements, even when they appear to be most obvious and unquestionable ! The second steamboat of the West was a diminutive vessel called the " Comet." She was rated at twenty-five tons. Daniel D. Smith was the owner, and D. French the builder of this boat. Her machinery was on a plan for which French had obtained a patent in 1809. She went to Louisville in the summer of 1813, and descended to New Orleans in the spring of 1814. She afterwards made two voyages to Natchez, and was then sold, taken to pieces, and the engine was put up in a cotton factory. The Vesuvius is the next in this record. She was built by Mr. ON THE WESTERN WATERS. 43 Fulton, at Pittsburgh, for a company, the several members of which resided at New York, Philadelphia, and New Orleans. She sailed under the command of Capt. Fmnk'Ogden, for New Orleans, in the spring of 1814. From New Orleans she started for Louisville in July of the same year, but was grounded on a sand-bar, seven hun- dred miles up the Mississippi, where she remained until the 3d of De- cember following, when, being floated off by the tide, she returned to New Orleans. In 1815, '16, she made regular trips for several months, from New Orleans to Natchez, under the command of Capt. Clement. This gentleman was soon after succeeded by Capt. John de Hart, and while approaching New Orleans with a valuable cargo on board, she took fire and burned to the water's edge. After being submerged for several months, her hulk was raised and refitted. She was afterwards in the Louisville trade, and was condemned in 1819. The Enterprise was No. 4 of the Western steamboat series. She was built at Brownsville, Pa., by D. French, under his patent, and was owned by several residents of that place. The Enterprise was a small boat of seventy-five tons. She made two voyages to Louisville in the summer of 1814, under the command of Capt. J. Gregg. On the 1st of Decem- ber, in the same year, she conveyed a cargo of ordnance stores from Pittsburgh to New Orleans. While at the last-named port, she was pres- ENTEKPISE ON HER FAST TRIP TO LOUISVILLE, 1815. sed into service by Gen. Jackson. Her owners were afterwards remu- nerated by the United States' government. AYhen engaged in the pub- lic service, she was eminently useful in transporting troops, arms, and ammunition to the seat of war. She left New Orleans for Pittsburgh on ihc 6th of May, 1815, and reached Louisville after a passage of twenty- 44 COMMENCEMENT OF STEAM NAVIGATION five days, thus completing the first steamboat voyage ever made from New Orleans to Louisville. But at the time the Enterprise made this trip, the water was so high that the banks in many places were over- flowed ; consequently there was no current. The Enterprise was en- abled to make her way up without much difficulty, by running through the " cut-oflFs," and over inundated fields, in still water. In view of these favorable circumstances, the experiment was not satisfactory, the public being still in doubt whether a steamboat could ascend the Mis- sissippi when that river was confined within its banks, and the current as rapid as it generally is. Such was the state of public opinion when the steamboat Washington commenced her career. This vessel, the fourth in the cataloixue of western steamboats, was constructed under the personal superintendence and direction of Capt. Henry M. Shreve. The hull was built at Wheeling, Va., and the engines were made at Brownsville, Pa. The entire construction of the boat comprised various innovations, which were suggested by the ingenuity and experience of Capt. Shreve. The Washington was the first " two decker" on the western waters. The cabin was placed between the decks. It had been the general practice for steamboats to carry their boilers in the hold ; in this particular Capt. Shreve made a new arrangement, by placing the boilers of the Washington on deck ; and- this plan was such an obvious improvement, that all the steamboats on those waters retain it to the present day. The engines constructed under Fulton's patent had upright and stationary cylinders. In French's engines vibrating cylinders were used. Shreve caused the cylinders of the Washington to be placed in aJiorizontal position, and gave the vibrations to the pitman. Fulton and K-ench used single low-pressure engines. Shreve employed a double high-pressure engine, with cranks at right angles ; and this was the first engine of that kind ever used on the western rivers. Mr. David Prentice had previously used cam wheels for working the valves of the cylinder ; Capt. Shreve added his great invention of the cam cut-off, with flues to the boilers, by which three-fifths of the fuel were saved. These improvements originated with Capt. Shreve, but although they have been in universal use for a long time, their origin is not known. On the 24th day of September, 1816, the Washington passed over the Falls of Ohio, on her first trip to New Orleans, and returned to Louisville in November following. While at New Orleans the ingenuity of her construction excited the admiration of the most intellisent citizens of that place. Edward Livingston, after a critical examination of the boat and her machinery, remarked to Capt. Shreve, " You N T 11 E W E S T E R N W A T E R S . 45 deserve well of your country, young man ; but vre (referring to Fulton and Livingston's monopoly) shall be compelled to beat you (in the courts), if we can." An accumulation of ice in the Oliio compelled tlie Washington to remain at the Falls until March 12th, 1817. On that day she com- menced her second voyage to New Orleans. She accomplished this trip and returned to Shippingsport, at the foot of the Falls, in forty-one days. The ascending voyage was made in twenty-five days, and from this voyage all historians date the commencement of steam navigation in the Mississippi valley. It was now practically demonstrated to the satisfaction of the public in general, that steamboats could ascend this river in less than one-fourth the time which the barges and keel-boats had required for the same purpose. This feat of the Washington pro- duced almost as much popular excitement and exultation in that region as the battle of New Orleans. The citizens of Louisville gave a public dinner to Capt. Shreve, at which he predicted that the time would come when the trip from New Orleans to Louisville would be made in ten days. Although this may have been regarded as a boastful declara- tion at that time, the prediction has been more than fulfilled ; for in 1853 the trip was made in four days and nine hours. After that memorable voyage of the Washington, all doubts and prejudices in reference to steam navigation were removed. Ship-yards began to be established in every convenient locality, and the business of steamboat building was vigorously prosecuted. But a new obstacle now presented itself, which, for a time, threatened to give an effectual check to the spirit of enterprise and progression which had just been developed. We refer to the claims made by Messrs. Fulton and Liv- ingston to the exclusive right of steam navigation on the rivers of the United States. This claim being resisted by Capt. Shreve, the Wash- ington was attached at New Orleans, and taken possession of by the sheriff. When the case came for adjudication before the District Court of Louisiana, that tribunal promptly negatived the exclusive privileges claimed by Livingston and Fulton, which were decided to be uncon- stitutional. The monopoly claims of Livingston and Fulton were finally withdrawn in 1819, and the last restraint on the steamboat navigation of the western rivers was thus removed, leaving western enterprise and ener- gy at full liberty to carry on the great work of improvement. This work has been so progressive that, at the present time, no less than ei Hamburg I. ^gji" Hamburgh Ldg. Devil's I Cape Girardeau ;!ij '!f{ Thebes Commerce ^^s (gj, Sante Fee LLOYDS STEAMBOAT DISASTERS 65 Every light on board was immediately extinguished, either by the escape of steam or the concussion of the air. As the day had not yet dawned, an impenetrable darkness now hung over the scene of the disaster, the extent of which could only be imagined by the affrighted and horrified crowd collected on the deck ; but at that moment of appalling danger, and still more dreadful uncertainty, w^as heard a cry that the boat was on lire ! Then followed a scene of indescribable confusion ; the pas- E X I' L S I O N AND B U U N I N G OF THE T E C U E . sengers, in the very insanity of terror, were rushing hither and thither, through the dense and ominous gloom, and many anticipated their doom in their erring endeavor to avoid it. Mr. Miller, of Kentucky, one of the surviving passengers, who afterwards published in a New Orleans paper a narrative of the events of this fearful night, states that when the alarm of fire was given, he attempted to go towards the bow, from whence the cry proceeded, but before he had advanced ten paces, he was precipitated down the hatch- way, (the hatches had been blown off by the explosion,) and after falling, fortunately on his feet, to the bottom of the hold, he found himself knee-deep in scalding water, which had been discharged from the frac- tured boiler. He would soon have perished in the suffocating vapor which filled the place, had not his cries for assistance been heard by some humane person on deck, who threw him the end of a rope, and thus enabled him to escape from his agonizing and perilous situation. By this time the flames began to ascend, illuminating the deck with a lurid glare which enabled the passengers to discern the means of escape which offeVed, though these means were made less available by the terror and confusion which prevailed. The yawl made several trips to the nearest shore, carrying off a load of passengers at each MAP OF THE MISSISSIPPI .— N 0.5. omociTr Lloyd's STEAMBOAT DISASTERS. 67 trip : but as the flames began to extend rapiiUy over the deck, it was evident that all the people on board could not be saved in this way. In these circumstances, the Captain gave orders that bales of cotton should be thrown overboard, and on these many passengers were kept afloat until the boats finally took them ofT. But the last incident of this tragic narrative is one of the most dis- tressing. About three o'clock, a. m., the steamboat Washington, while passing up the river, was hailed by the survivors on board of the burn- ing vessel. The Washington promptly sent a boat to their assistance, and waited to receive them. All who remained on the Teche, (about twelve in number,) embarked in the Washington's boat; and now, assuring themselves of safety, they had reached the side of the steamer, when, by some unlucky accident, the small boat was upset, and every person on board, man, woman, and child, was drowned. It would seem that their inexorable fate had doomed them to destruction. The number of lives lost by this accident could never be ascertained. Several persons were instantly killed by the explosion, and others were so badly injured, by scalding, or otherwise, that they died soon afterwards. It is thought that not less than twenty or thirty were drowned. EXPLOSION OF THE STEAMBOAT GRAMPUS, OX THE MISSISSIPPI, AUGUST 12, 1828. The Grampus was engaged in towing three brigs and a sloop up to New Orleans, and was about nine miles from that city, when the ex- plosion took place. This accident was one of the most remarkable in the whole catalogue of steamboat disasters, on account of the extensive wreck which was made of the machinery. The boat had six boilers, all of which were blown to minute fragments. The same complete destruction was made of the flues, and various other parts of the steam apparatus; and the boat itself was, (as an eye witness reports,) " torn to pieces." The Captain, (Morrison,) and Mr. Wederstrand, a passenger, were sitting by the wheel at the time of the explosion ; both were blown to a part of the forward deck fi,fty feet distant, where they were after- wards found, very much bruised, among a mass of ruins. The pilot at the wheel was precipitated into the water and drowned. Another pilot, who was walking the deck aft of the wheel, had a leg broken,, and re- ceived other injuries, which caused his death. The brig in tow on the MAP OF THE MISSISSIPPI . — N 0.6, Norfblkgl ^i^^/llds. 2 3 & 4 Wolf I ^ Beckwiths Ldg. S !2; I. No. 6 ' V. Lloyd's steamboat disasters. 69 larboard side of the Grampus had both topmasts cut away by the frag- ments of the machinery, and her standing rigging was much damaged. A piece of the pipe fell across this brig's tiller, carried it away, and slightly injured the man at the helm. The brig on the other side of the steamer had her bottom perforated by a piece of the boiler. The other vessels, being astern, escaped without any damage. The cause of this accident requires particular notice. It appears, from the statement of a passenger, that the chief engineer had " turned in," leaving his assistant in charge of the engine. This assistant, as it is supposed, went to sleep at his post, after partially shutting off the water. The consequence was a deficiency of water in the boilers ; and the assistant engineer, on waking, when he discovered that the boilers were nearly exhausted, ignorantly, or imprudently, put the force- pumps in operation to furnish a supply. At this time the iron must have acquired a white heat, and the contact of the water produced such an excess of steam, that the explosion naturally followed. Killed, Wounded and Missing. — John Smith, a fireman, killed. George Brown, a Balize pilot, mortally wounded. One of the crew of the brig Anastasia, (name unknown,) killed. Another seaman, belong- ing to the same brig, badly wounded. William Taylor and John Har- den, much injured. Joseph Dryden, second engineer of the Grampus, missing (so reported, but undoubtedly killed). Thomas Dodd, steers- man, missing. Harry, Frank, Lay den and George Mooney, all blacks, missing. Charles Craig, badly wounded. Nine were killed on the spot, or died soon afterwards, in consequence of their injuries. Four others were wounded. EXPLOSION OF THE HELEN McGREGOR, AT MEMPHIS, TENNESSEE, FEBRUARY 24, 1830. The steamboat Helen McGregor, Capt. Tyson, on her way from New Orleans to Louisville, stopped at Memphis, on Wednesday morn- ing, February 24, 1830. She had been lying at the wharf about thirty minutes, when one or more of her boilers exploded, with the usual de- structive and melancholy effects. The loss of life by this accident was, at that time, unprecedented in the records of steam navigation. In the bustle incident to the landing and receiving of passengers, a part of the deck near the boilers was crowded with people, all of whom were either killed instantaneously, or more or less injured. No person in the cabins was hurt. The number of those who perished at the moment MAP OF THE MISSISSIPPI . — N 0\ 7 . Lloyd's steamboat disasters, 71 EXPLOSION OP THE HELEN MOGREGOH, 1830. of tlie explosion is variously estimated at from thirty to sixty. As many of them were strangers whose homes were far distant, and whose bodies were never recovered from the water, into which they were pro- jected, it is very plain that an accurate account of the number of the victims is not to be expected. The following report of the killed and wounded is the most complete and reliable that could be obtained : — Killed. — Richard Hancock, of Louisville, Kentucky ; A. Van Mee- ter, Hardin County, Tennessee; Mr. Talbot, of Long Beach, Ohio; James Bledso, Kentucky ; Mr. Carrol, Cincinnati, Ohio ; Edward P. Beadles, Clark County, Indiana ; J. Dunn, Tennessee ; G. B. Giles, Cincinnati ; Ephraim Goble, Brookville, Indiana ; John Delaney, colored ; William Ewing, Clark County, Indiana ; William Stockwell, Salem, In- diana ; Solomo% Jones, Maysville, Kentucky; J. Reaves, Harrison County, Indiana ; Lewis Young, colored ; Jack, a colored boy, twelve years old. Badly Wounded. — George Trey, Tipton County, Tennessee; John Cameron, Clark County, Indiana ; Joshua Richardson, Indiana ; John Valentine, Massachusetts; Mr. De Haven, Philadelphia; John Leland, a pilot; J. Sugg, Union County, Kentucky; John Fclchen, New York; R. Bailey, firm of Bell, Hardin & Co., Tennessee; H. Heldrith, Madi- son County, Indiana; John Addisson, one of the crew; Thomas Dren- ard, Wilson County, Tennessee ; J. Swan, Orange County, Indiana ; J. Tenyck, Shippingsport, Kentucky ; William Case, New York. Slightly Wounded. — Capt. Tyson, commander of the Helen McGregor; Turner, engineer ; P. O'Daniel, Indiana; T. L. Know- MAP OP THE MIS srsSIPPl.— NO. 8. ■:-:^\r Lloyd's steamboat disasters. 73 land, Ohio ; J. Monaco, Tipton County, Tennessee ; John Coons, Clark County, Indiana ; "William Pottorff, Clark County, Indiana ; John Dougherty, Overton County, Tennessee ; Thomas Bank, Lawrence County, Indiana; Green Williams, colored fireman. EXPLOSION OP THE STEAMBOAT EOB ROY OX THE MISSISSIPPI, JUNE 9TII, 1836. The Rob Roy was on her route from New Orleans to Louisville, and •was under way, at 8 o'clock P. M, June 9th, 1836, near the town of Columbia, Arkansas, when the fatal catastrophe we are about to record took place. The engine was stopped for the purpose oi oiling some part of the machinery ; and although this necessary operation did not occupy more than two minutes, the accumulation of steam was sufficient to cause an explosion. As soon as the accident occurred, preparations were made to run the boat ashore, which was happily reached within a few minutes. By this judicious measure many lives were undoubtedly saved. None were lost by drowning, and the only victims and sufferers were those who were killed or wounded at the moment of the explosion. The clerk of the boat, a few days after the accident, furnished the fol- lowing account of the killed and wounded, which he certified to be cor- rect, adding, that some of those reported among the wounded had since died, and others were not expected to recover. Killed : — John O'Brian, Michael Bregan, John Cavenaugh, (Irish,) \Vm. Lynd, of Cincinnati, P. W. Banton, Madison, Indiana, Jane Vin- cent, Highland Creek, four men, names unknown, passengers; Levi Jackson, Jeffei^onville, J. Shane, Louisville, Felix Davis, Jefferson ville, George Williams, Cincinnati, two colored men, names not mentioned. Total of killed, 17. Scalded : — Wm. Spear, Pittsburgh, badly, John Gebhard Irishman, do., Henry Snodgrass, Parke county, Indiana, Levi Ilamblin, De- boyne, Mr. Hentry, Louisville, W. Southworth, New York, E. Ford, Boston, Richard Fulton, Indiana, Wm. Reagan, Scott county, Mis- souri, R. A. Braden, Lawrence county, Tennessee, Mrs. Barade and two children of ditto, W. W. Creary, Scott county Missouri, Tilden Hogg, Randolph. 74 LLOYD'S STEAMBOAT DISASTERS. TERRIFIC EXPLOSION OF THE STEAMBOAT BEN FRANKLIN, AT MOBILE, ALABAMA, MARCH 13, 1836. The steamboat Ben Franklin, on the day of this awful occurrence, was backing out from her wharf at Mobile, in order to make her regular trip to Montgomery. Scarcely had she disengaged herself from the wharf, when the explosion took place, pro- ducing a concussion which seemed to shake the whole city to its foun- dations. The entire population of Mobile, alarmed by the terrific detonation, was drawn to the spot to witness a spectacle which must have harrowed every soul with astonishment and horror. This fine boat, which had on that very morning floated so gallantly on the bosom -t0f^.^ /W^-. EXPLOSION OF THE BEN FKANKLIN, 1836. of the lake, was now a shattered wreck, while numbers of her passengers and crew were lying on the decks, either motionless and mutilated corpses, or agonized sufferers panting and struggling in the grasp of death. Many others had been hurled overboard at the mo- ment of the explosion, and such were the numbers of drowning people who called for assistance, that the crowd of sympathising spectators were distracted and irresolute, not knowing where or how to begin the work of rescue. Many — how many, it is impossible to say — perished in the turbid waters before any human succor could reach them. Lloyd's steamboat disasters. 75 Apart from the loss of life, which at that time was unexampled, the destruction produced bj this accident was very extensive. The boiler- deck, the boilers, the chimneys, and other parts of the machinery, besides much of the lading, were blown overboard and scattered into fragments over the wharf and the surface of the river. Mr. Isaac Williams, a passenger, was blown at least one hundred feet high in the air, and his dead body fell into the water, about one hundred and fifty yards from the boat. The cause of the accident is believed to have been a deficiency of water in the boiler. The boat was inuired to that degree that repairs were out of the question, and she was never afterwards brought into service. The usual uncertainty attends the estimated number of lives lost by this calamity. Many of those who perished, had just entered the boat, and had not registered their names ; and, among the mangled corpses, not a few retained scarcely any vestige of the human form, so that the identification of particular persons was impossible. We have, after much research, obtained the following list of the sufferers, which we believe to be the most complete account ever published. Killed. — Robert Brinkley, pilot ; Isaac Williams, of Wilcox Coun- ty, Kentucky; James Purnell, William Jones, Jacob Patty, firemen; James Ilulson, Isaac Flannegin, deck hands; Mr. Martin, of North Carolina ; S. G. Simpson, carpenter ; Thomas Cravin, cabin-boy ; three colored men, names unknown ; two slaves of Mr. S. B. Heade, and one of Mrs. Terry. Badly Wounded. — Captain H. A. Leade ; R. G. Gordon, of Mo- bile ; Colonel R. Singleton, of Baldwin County, Alabama ; Capt. Scuddy, James Flommen, Clark Cdunty, Indiana; E. H. Dickerson, Montgomery; Mr. Godfrey, Washington ; Joseph Thompson, William Jacobson, first and second engineers ; Mr. Thompson, of Columbus, Ohio ; Miss Nor- ris and slave, of INIobile. Slightly WouNDED.^Samuel Murphy, bar-keeper ; Dr. Tunstall, Mount Vernon ; Thomas Tony, deck hand ; William Hyde, Baldwin County, Alabama ; J. A. Wiggins, Claiborne. The citizens of Mobile, with their customary humanity and gene- rosity, took the wounded in charge, and did every thing in their power to mitigate their sufferings. MAP OF THE MISSISSIPPI . — N 0.9, RAHLOIPM Lloyd's steamboat disasters. 77 EXPLOSION OF THE DUBUQUE, AUGUST 15, 1837. This distressing accident, by which sixteen persons were instantly killed, and several others were badly scalded, took place on the Missis- sippi, while the boat was on her voyage from St. Louis to Galena. The locality of the dreadful event was off Muscatine Bar, eight miles below Bloomington. The Dubuque was running under a moderate pressure of steam at the time, when the flue of ""the larboard boiler, probably on account of some defect in the material or workmanship, collapsed, throwing a torrent of scalding water over the deck. The pilot imme- diatel}' steered for the shore and effected a landing. When the consternation and dismay occasioned by the explosion had in some measure subsided. Captain Smoker, the commander of the Du- buque, and such of his crew as were not disabled by this accident, made their way, with considerable difficulty, through the ruins to the after- part of the boiler-deck, when it was found that the whole of the freight, and every other article which had been there deposited, was cleared off and wafted far away into the water. The unfortunate deck passen- gers, together with the cooks and several of the crew, Avere severely scalded, either by the hot water or escaped steam. Many of these wretched people, in their agony, fled to the shore, uttering the most appalling shrieks, and tearing off their clothes, which in some cases brought away the skin, and even the flesh, with them. Humanity shudders at the recollection of the scene. It was several hours before any of them died; nor could medical relief be obtained until a boat, which had been despatched to Bloomington, returned with several phy- sicians who resided at that place. At 10 o'clock, P. M., eight hours after the explosion, the steamboat Adventure, Captain Van Housen, came up with tlie wreck, and took it in tow as far as Bloomington. The following is a list of the sufferers as far as ascertained : Killed : — John Littleton, second engineer ; he was badly wounded in the head by a piece of iron, a part of the flue, and survived about three hours ; Isaac Deal, of Pittsburgh, fireman ; Felix Pope, Kaskas- kia ; Charles Kelly, deck hand, from Ohio; Noah Owen, Quincy; Jesse Johnson, colored cook, thrown overboard and drowned ; Benjamin Muscr, another colored cook. The rest of the killed were deck pas- sengers, viz: James C. Carr, St. Clair county, Illinois ; George Mc- Murtry, Francis Pleasant, colored, Henry A. Carr, John C. Hamil- ton, Joseph Brady, and John Boland, of Dubuque ; Joseph L. Sams, MAP OF THE MIS SIS SIP PI.— NO. 10. Lloyd's steamboat disasters. 79 and L. B. Sams, of Clay county, Illinois ; Martin Shouglmolioy, St. Louis ; George Clix, of Galena ; David Francour, Frenchman ; wife and child of Michael Shanghnessy. M. Shanghnessy, the husband and father of the two victims last mentioned, was badly scalded, but survived. Three other deck pas- sengers, young men, names unknown, are supposed to have been thrown, overboard and drowned ; and it is strongly suspected that others beside these perished in the same manner. CAPSIZE OF THE HORNET, JUNE 2, 1832. On the night of Saturday, June 2d, 1832, the steamboat Hornet, Captain Sullivan, while ascending the Ohio river on her way to Ka- nawha, and when about thirty-three miles above Maysville, Kentucky, encountered a sudden and violent gale blowing from the southwest, and immediately capsized. Exclusive of the persons belonging to the boat, there were forty-two people on board, viz : twelve cabin and thirty deck passengers, nearly half of whom were drowned. The Hornet righted soon after the disaster, and was towed to the nearest port, Concord, by the steamboat Guyandotte, Captain Davis Embree. Of the twenty persons drowned by this accident, all the names which have been preserved are comprised in the following list : Thomas Duvall, of Muskingum, Ohio ; Messrs. Le Clerc and Perot, two French gentlemen of New Orleans ; Mrs. Garrett, of Greenups- burgh," Kentucky ; Mr. Blackstone, of Guyandotte; Wm. H. Colbert, of Kingston ; and two colored women, slaves belonging to passengers. Of the boats crew. Captain Sullivan, master ; John Johnston, pilot, of Gallipolis ; Edward Jones, a sailor, of Cincinnati ; a chambermaid and a female cook, both colored. (80) SKETCH OF WHEELING. Wbeelikg, Virginia, is situated on the east bank of the Ohio river, in Ohio conntj, and on both sides of the Wheeling creek, ninety-two miles below Pittsburgh, three hundred and sixty-five miles above Cincinnati, three hundred and fifty miles northwest of Richmond, and about six hundred and thirty feet above the level of the sea; lat. 40° 7' N., long. 80° 42' W. The site is a narrow, alluvial tract, oviJVlooked by precipitous hills, and extending two miles along the river. Wheeling is a port of entry, and is the most important place on the Ohio river between Pittsburgh and Cincinnati ; and in respect to commerce, manufactures and population, the most considerable city of western Virginia, and next to the largest in that State. The hills that rise in the immediate vicinity contain inexhaustible beds of coal, which supply fuel at a small expense to the numerous manufactories of Wheeling. This city has eight iron foundries, seven forges, six manufactories of nails, ten of glassware, five or six of cotton goods, five of paper, three of steam-engines, three of silk goods, and several of wire. Flour, woollen goods, white lead, and many other articles are produced here. Numerous large steamboats are annually built at Wheeling, some of which are equal in speed, comfort and safety to any boats floating on the western waters ; about sixty of them arc owned here, with an aggregate tonnage of twenty-four thousand. It contains a fine court house, twenty churches, several excellent academies, four banks, the aggregate capital of which is two millions of dollars. Five or six newspapers are published here. The city is supplied with water raised from the river by machinery. The national road crosses the river at Zano's island, opposite the city, by the most stupendous wire suspension bridge in the world, the span of which is of unequalled length, measuring one thousand and ten feet ; the height of the towers on either side are one hundred and fifty-three feet above low water mark, and sixty feet above the abutments. The bridge is supported by twelve wire cables, each one thousand three hundred and eighty feet in length, and four inches in diameter. The cost of this im- mense structure is estimated at two hundred and twenty-fire thousand dollars. When this magnificent bridge was first thrown : ross the Ohio river it created a great deal of excitement among the citizens of Pennsylvania and the Pittsburgh steamboatmen. It was considered an obstruction to navigation, and various lawsuits were immediately instituted against the com- pany to compel the removal of it. The Supreme Court of Pennsylvania decided that it mu^t come down. At this stage of the proceedings Congress took it up, and passed an act making it a post route, which silenced all further clamor. The accompanyingdaguerrean view of Wheeling and the bridge is the most accurate ever taken. Wheeling became the capital of Ohio county in 1797, and is celebrated as being the site of fort Henry, which was besieged in September, 1777, by a party of nearly five hundred Indians, led on by the notorious Simon Qirty. It was manfully defended by only forty-two men, of whom twenty-three were killed ; and the Indians, after fighting all day, were compelled to retire, with a loss of one hundred. In 1802 it con- tained about seventy-five houses. Population in 1820, one thousand six hundred ; in 1830, six thousand ; iu 18-10, eight thousand ; in 1850, thirteen thousand ; and in 1856, twenty thousand. « (81) 82 LLOYD'S STEAMBOAT DISASTERS, EXPLOSION OF THE ENTERPRISE, NEAR CHARLESTON, S.C, SEPT. 10, 1816. 4 In tlie midst of a furious thunder-storm, accompanied by a heavy- fall of rain, the steamboat Enterprise, Capt. Howard, was making her way up the river, at nine o'clock, P. M., (having but a few minutes before stopped to land some passengers on Sullivan's island,) when the boiler exploded, killing eight persons instantly, and Avounding five or six others, with various degrees of severity. Fortunately, a majority of the passengers had crowded iffto the cabin to avoid the rain ; this circumstance, no doubt, was the means of saving many persons from a horrible death ; a fate to which nearly all who remained on deck were subjected. The noise of the explosion was so very slight, as to be scarcely noticed by the people collected in the cabin ; and they were first made aware of the accident by hearing the hissing sound of the hot water which escaped from the boiler, and the shrieks of the per- sons on deck who had been scalded or otherwise burnt. There were about seventy passengers on board the Enterprise, and providentially no women or children. Several of the persons whose deaths are reported below, were killed by pieces of the boiler and flue, some of which were blown to a great distance. Others were scalded to death, or badly burned by the ignited fuel from the furnace, which was scattered in every direction, knocking some of the people down, and overwhelming them, as it were, in a whirlpool of fire. The night was made hideous by the cries and groans of the sufferers, which rose above the din of the warring elements. At the time, of the accident, the steamer was fortunately not more than one hundred yards from the Island, from whence boats were im- mediately despatched to the scene of destruction, to afford that assist- ance which the situation of the passengers and crew required. All the survivors, including the wounded, were conveyed to the Island, where they were provided with such accommodations as their condition demanded and circumstances would admit of. Some difference of opinion existed with respect to the cause of this accident. Captain Howard, master of the boat, and some of the pas- sengers, held the opinion that the flue was struck by lightning, which being conducted by the metallic tube down to the boiler, shivered the latter to fragments. In opposition to this opinion, it is alleged that salt water was used for the purpose of raising steam, and as the boiler Lloyd's steamboat disasters. 83 was composed of cast iron and not of copper, an . explosion, according • to the theory of skilful engineers, was inevitable. As stated above, eight persons lost their lives by this accident. Their names, with one exception, Mr. Robbs, were never published. Three of those killed were colored men. Four of the crew, not included in the above statement, were so severely burned that their lives were despaired of, and it is probable that they died soon after. COLLISION OF THE POL.VNDER AND HORNET, APRIL 19, 1832. The Polander, Captain Menaugh, had just left the wharf at Cincin- nati, about eight o'clock, P. M., the night being dark and foggy, when she encountered the Hornet, which was coming into port. Both ves- sels were considerably injured, and the Captain of the Hornet was crushed to death. One of the crew of the same vessel was severely wounded. No further particulars have been published. EXPLOSION AND BURNING OF THE LIONESS, ON RED RIVER, MAY 19, 1833. The destruction of the Lioness was caused by the explosion of several barrels of gunpowder, which were stowed, among other freight, in the hold. The accident, therefore, cannot be attributed to any defect in the steam apparatus, or to any mismanagement thereof. The catas- trophe took place at an early hour, on a calm and beautiful Sabbath morning in spring. Many of the passengers had not left their berths. Among those that had embarked in the Lioness at New Orleans, were the Hon. Josiah S. Johnston, of the United States Senate, and several other distinguished citizens of Louisiana. The boat was commanded by Capt. William L. Cockerell ; her place of destination was Nachito- ches, on Red river. She had accomplished a considerable part of the voyage, and reached the north of a small stream called Ragolet Bon JJieu, when, on the morning referred to above, the mate and several of the crew were arranging some part of the cargo in the hold ; and as the place was dark, they found it necessary to use a lighted candle. It is conjectured that a spark from the candle, in some way, found ac- cess to one of the kegs of powder ; but as every person who had been at work in the hold was killed by the explosion, the mode in which the powder became ignited could never be ascertained. It is reported that MAP OF THE MISSISSIPPI . — N 0.11, ;V!.\ir F^O FORI ?^ P!CKEBI\0 iTPRESlDEiiTS \C0W L CAT I. Lloyd's steamboat disasters. 85 EXPLOSION AMD BURNIMO OF THE LIONESS. some articles of a very combustible nature, such as crates containing a quantity of dry straw and several casks of oil, were stowed in danger- ous proximity to the powder. It was stated by some of the passengers that three distinct explosions were heard. The fore-cabin, the boiler deck, and the hold immediately under them, were literally torn to pieces, and the fragments were scatteted over the surrounding waters to a surprising distance. A part of the hurricane deck and a portion of the lady's cabin were likewise detached ; and this proved to be a favourable circumstance, as the hull almost immediately sunk, and, in all likelihood, every female on board, and many other persons, Avould have been drowned, had they not been sustained on the detached pieces of the wreck just spoken of. As it was, all the women were saved ; and the loss of life, though terrible enough indeed, was less than might have been expected, in view of all the circumstances of the disaster. The hull of the vessel was on fire almost from stem to stern, at the time she went down. All of the crew and passengers who sur- vived, saved themselves by swimming, or were floated to the shore on fragments of the wreck. The names of the sufferers, as far as they could be ascertained, are given below. Drowned, or Killed by the Explosion. — Hon. Josiah S. John- ston, Member of Congress, of Louisiana ; B. Riggs, Esq., Michael Boyce, Esq., of Alexandria, Louisiana ; Michael Clifford, New Orleans ; n. Hertz and Thomas Irwin, a deck passenger, of Texas ; John Coley, mate of the Lioness, Louisville ; John Clarke, Englishman, steward of the same ; Samuel Landis, William Kant, James Folsome, sailors; another sailor, name unknown ; Mary Anderson, chambermaid ; Alex- ander, colored cook ; and a colored servant belonging to one of the passengers. MAP OF THE MISSISSIPPI .— N . 12 , Council I. Battle I St. Francis St. Frauds K Lloyd's sxEAiiBOAT disasters. 87 Wounded. — Josiah Johnston, Jr., son of the Hon. J. S. Johnston, mentioned in the list of killed ; lion. Edward D. White, of Louisiana ; Henry Boyce, Esq., Mr. Dunbar (badly hurt), of Alexandria, Louisi- ana ; J. n. Graham, New Orleans ; Michael Colgcn, J. V. Bossier, M. Rupen, of Natchitoches ; Isaac Wright, Pilot ; John Roberts, en- gineer ; John Rogers, sailor ; and two firemen, names unknown. EXPLOSION OF THE BLACK HAWK, DECEMBER 27, 1837. This awful calamity, which hurried more than fifty human beings into eternity, occurred on a cold wintry night, Avhile the Black Hawk was about to ascend the Red river, on her passage from Natchez to Natchi- toches. The boat had a full load of passengers and freight, including ninety thousand dollars in specie belonging to the United States government. She had just reached the mouth of Red river, when the boiler exploded, blowing off all the upper works forward of the wheels. The pilot and engineer were instantly killed. The number of passengers on board is stated to have been about one hundred, nearly half of whom were women and children. No estimate of the number killed was ever published, but it appears from the best accounts we have that a majority of the passengers and crew perished. A large proportion of the passengers on western steamboats are persons from distant parts of the country, or emigrants, perhaps, from the old world, whose journeyings are unknown to their friends, and whose fate often excites no inquiry. When such persons are the victims of a steamboat calamity, their names, and frequently their numbers, are beyond all powers of research. So it appears to have been in the case now under consideration. Instead of a list of the slain, we are fur- nished only with a catalogue of the survivors, and these, alas, appear to have been merely a forlorn remnant. The only cabin passenger •whose name is mentioned in the list of killed furnished by the clerk, was Mr. Dclislc, of Natchez. Among the deck passengers, fifteen were known to be lost, three others died soon after the explosion, one was observed to sink while attempting to swim ashore, and twelve more were scalded severely, and fifteen slightly. A subsequent account added to the above list of killed Mrs. Delancey and her three children, of Bos- ton ; Dr. Van Bantz, drowned, and Wm. Tolling, who Avns mortally ■wounded and died within a few hours. The latest and most authentic account stated that not less than fifty persons must have perished by MAP OF THE MIS SISSIPPI.— NO. 13 No 60 Mo B4 Lloyd's steamboat disasters. 89 the explosion of the Black Hawk. The crew of the boat suffered to a considerable extent. The pilot was blown overboard and lost. Henry Sligh, colored engineer, was killed. George Johnson, another engineer, was dangerously wounded. Felix Ray, barkeeper, was very badly scalded. Four firemen were killed, and one was wounded. Two deck hands were killed. The cook, steward, and cabin boy were all danger- ously wounded. Two slaves belonging to Mr. Duffield were drowned. After the explosion, the wreck, being all in flames, floated fifteen miles down the stream, and then sunk. Some of the passengers were taken off the burning wreck by a flat-boat. It is mentioned that the females on board of the Black Hawk rendered essential service by baling and assisting to extinguish the flames. A part of the cargo and seventy-five thousand dollars of the specie were saved. Several valuable horses, which had been shipped at Natchez, were drowned. EXPLOSION OF THE MOSELLE, NEAR CINCINNATI, OHIO, APRIL 25, 1838. We are now about to relate the particulars Off an event which seemed for a time to shroud the whole country in mourning ; an event which is still believed to be almost without a parallel in the annals of steam- boat calamities. The Moselle was regarded as the very paragon of western steamboats ; she was perfect in form and construction, elegant and superb in all her equipments, and enjoyed a reputation for speed which admitted of no rivalship. Her commander and proprietor, Capt. Perrin, was a young gentleman of great ambition »nd enterprise, who prided himself, above all things, in that celebrity which his boat had acquired, and who resolved to maintain, at all hazards, the char- acter of the Moselle as " the swiftest steamboat in America." This character she unquestionably deserved ; for her " quick trips" were without competition at that time, and are rarely equalled at the present day. To give two examples : — her first voyage from Portsmouth to Cincinnati, a distance of one hundred and ten miles, was made in seven hours and fifty-five minutes ; and her last trip, from St. Louis to Cincinnati, seven hundred and fifty-miles, was performed in two days and sixteen hours ; the quickest trip, by several hours, that had ever been made between the two places. On the afternoon of April 25, 1838, between four and five o'clock, the Moselle left the landing at Cincinnati, bound for St. Louis, with an unusually large number of passengers, supposed to be not less than 90 LLOYD S STEAMBOAT DISASTERS, two hundred and eighty, or, according to some accounts, three hundred. It was a pleasant afternoon, and all on board probably anticipated a delightful voyage. Passengers continued to crowd in up to the mo- ment of departure, for the superior accommodations of this steamer, and her renown as the finest and swiftest boat on the river, were great attractions for the travelling public, with whom safety is too often but a secondary consideration. The Moselle proceeded about a mile up tlie river to take on some German emigrants. At this time, it was ob- served by an experienced engineer on board that the steam had been raised to an unusual height ; and when the boat stopped for the pur- pose just mentioned, it was reported that one man, who was appre- hensive of danger, went ashore, after protesting against the injudicious management of the steam apparatus. When the object for which the Moselle had landed was accomplished, the bow of the boat was shoved EXPLOSION or THE MOSELLE, from the shore, and at that instant the explosion took place. The whole of the vessel forward of the wheels was blown to splinters ; every timber, (as an eye witness declares,) " appeared to be twisted, as trees sometimes are when struck by lightning." As soon as the accident occurred, the boat floated down the stream for about one hundred yards, where she sunk, leaving the upper part of the cabin out of the water, and the baggage, together with many struggling human beings, floating on the surface of the river. It was remarked that the force of the explosion was unprecedented in the history of steam ; its eff"ect was like that of a mine of gunpowder. All the boilers, four in number, burst simultaneously ; the deck was blown into the air, and the human beings who crowded it were doomed LLOYD'S STEAMBOAT DISASTERS. 91 to instant destruction. Fragments of the boiler and of human bodies were thrown both to the Kentucky and Ohio shores, although the dis- tance to the former was a quarter of a mile. Captain Pcrrin, master of the Moselle, at the time of the accident was standing on the deck, above the boiler, in conversation with another person. lie was thrown to a considerable height on the steep embankment of the river and killed, Avhile his companion was merely prostrated on the deck, and escaped without injury. Another person was blown to the distance of a hundred yards, with such force, according to the report of a reliable witness, that his head and a part of his body penetrated the roof of a house. Some of the passengers who were in the after part of the boat, and who were uninjured by the explosion, jumped overboard. An eye-wdtncss says that he saw sixty or seventy in the water at one time, of whom not a dozen reached the shore. It happened, unfortunately, that the larger number of the passengers were collected on the upper deck, to which the balmy air and delicious weather seemed to invite them in order to expose them to more certain destruction. It was understood, too, that the captain of this ill-fated steamer had expressed his determination to outstrip an opposition boat which had just started ; the people on shore were cheering the Moselle in anticipation of her success in the race, and the passengers and crew on the upper deck responded to these acclamations, which were soon changed to sounds of mourning and distress. Intelligence of the awful calamity spread rapidly through the city ; thousands rushed to the spot, and the most benevolent aid was promptly extended to the sufferers, or, as we should rather say, to such as were within the reach of human assistance, for the majority had perished. A gentleman who was among those who hastened to the wreck, declares that he witnessed a scene so sad and distressing that no languat^e can depict it with fidelity. On the shore lay twenty or thirty manf^led and still bleeding corpses ; while many persons were engaged in draf^- ging others of the dead or wounded from the wreck or the water. But, says the same witness, the survivors presented the most touching objects of distress, as their mental anguish seemed more insupportable than the most intense bodily suffering. Death had torn asunder the most tender ties ; but the rupture had been so sudden and violent that none knew certainly who had been taken or who had been spared. Fathers were distractedly inquiring for children, children for parents, husbands and wives for each other. One man had saved a son, but lost a wife and five children. A father, partially demented by grief, lay with a wounded child on one side, his dead daughter on the other, 92 LLOYD'S STEAMBOAT DISASTERS. and his expiring wife at his feet. One gentleman sought his wife and children who were as eagerly seeking him in the same crowd. They met, and were re-united ! ^ A female deck passenger who had been saved, seemed inconsolable for the loss of her relatives. Her constant exclamations were, " Oh my father ! my mother I my sisters !" A little boy, about five yearl old, whose head was much bruised, appeared to be regardless of his wounds and cned continually for a lost father; while another lad, a little older, was weeping for his whole family. \ One venerable looking man wept for the loss of a wife and five chil- dren. Another was bereft of his whole family, consisting of nine per- sons. A touching display of maternal aifection was evinced by a lady, who on being brought to the shore, clasped her hands and exclaimed /hank God, I am safe!" but instantly recollecting herself, she ejaculated in a voice of piercing agony, "Where is my child ?" The infant, which had also been saved, was brought to her, and she fainted at tne sight oi it. Many of the passengers who entered the hoat at Cincinnati had not registered their names ; but the lowest estimated number of persons on be \mT«r «"'"' "'* "^"^ ' °' "'^^^' ^'S'-'y-™^ *«- tnowa to be killed, fifty-five were missing, and thirteen badly wounded. It re- mains for us to give the names of the sufferers, as far as they could be ascertained; but this list, although we have searched every record of the accident, for reasons which have already been explained is still lar trora complete. KiLLEi-.-Elijah North, of Alton, Illinois; Miss JIary Parker (drowned ) and B. Furmon, merchant, Middletown, Ohio; Job Jones, of' Loudon County, Virginia; B. Mitchell, barkeeper, of Cincinniti ; Capt. Perrm master of the Moselle; J. Chapman, second clerk; T. L!sT '° rM '•^'"'™^'^' ^- ^- ^''^^y' »f Cincinnati; Jame Barnet, of Missouri ; Calvin R. Stone, of Shrewsbury, Massa! ehuset 3 ; James Douglass, of Fort Madison, Wisconsin ; J. Williams colored; Henry Stokes, second steward; Holly Dillon, fireman; J.' Madder first engineer ; Robert AVatt, deck hand ; E. Dunn, chamber- maid^ James B McFarland, Knox County, Ohio ; Miss Dunham ; J. M. Watkins, of Virginia ; M. Thomas, first mate; A. Burns, of piila- delphia Pennsylvania; Halsey Williams, second engineer; a child of P. Troutman; G. Kramer's wife and five children; J. Flemin. pilot (body blown to the opposite side of the river,) and J. Dillon, "'jlny whose names are inserted under the head of "missing" may properly be added to this list. A large number of those wht per^h'ed w I Irish and German emigrants, whose names are unknown Lloyd's steamboat disasters. 93 Badly Wounded. — William 11. Inskecp, St. Clairsville, Ohio ; Mr. Sherwood, of Cincinnati ; Benjamin Bowman, first clerk ; James Tyr- rell, deck hand ; De Jaune, fireman ; Stephen Bailey, carpenter ; Isaac Van Hook ; a brother of Capt. Perrin ; D. Higbee, of Cayuga County, New York ; Edward Sexton ; Mr. Teed, of Worcester, Mas- sachusetts ; Franklin, second cook ; James Fry, third cook. Missing. — Lieut. Col. Fowl, U. S. A ; two children of George Kra- mer ; Wm. Parker's wife and two children. Dr. II. Iluey, U. S. A. ; Joseph Swift, Buffalo, N. Y. ; Joseph Fotler, Filbain Fotler, Grechan Fotler, and Jacob Fotler, of Boston, Mass. ; John Beaver, Joseph Bea- ver, Eva Beaver, Mary Beaver, Jacob Beaver, and several children of Joseph and Eva Beaver ; a child of Peter Trautman, aged two and a half years ; Thomas Watt, a deck hand ; Michael Kennedy's wife and two children ; D. Iligbee's wife and two children ; E. Raymond, wife and child, of Baltimore, Md. ; John Endig and John Leim, and the wife and child of each ; John Tyree, St. Louis ; Pay ton Bird, fireman ; John Anderson ; Mr. Weber and three children ; J. Weaver, St. Louis ; Wilson Burrows, deck hand ; Mr. Fox, first clerk ; J. Duncan, wife and two children ; M. Manning and J. Lander, from Ireland ; Wm. Dough- erty, G. Weaver, D. Brackwell. On the day after the accident a public meeting was called at Cincin- nati, at which the Mayor presided, when the facts of this melancholy occurrence were discussed, and among other resolutions passed was one deprecating " the great and increasing carelessness in the navigation of steam vessels," and urging this subject upon the consideration of Con- gress. No one denied that this sad event, which caused so much con- sternation, suffering, and sorrow, was the result of a reckless and criminal inattention to their duty on the part of those who had the management of the Moselle, nor was there any attempt to palliate their conduct. The Moselle was built at Cincinnati, and she reflected great credit on the mechanical genius of that city, as she was truly a superior boat, and, under more favorable auspices, might have been the pride of the waters for many years. She was quite a new boat, having been begun on the 1st of December, 1838, and finished on the 31st of March, less than one month before the time of her destruction. MAP OP THE MISSISSIP PI._NO. 14, N6 65"^^^ MOMr.OMEP.V/Gi Lloyd's steamboat disasters. 95 EXPLOSION OF THE CHARITOX, JULY 28, 1837. Soon after niglitfall, the Chariton put out from the wharf at St. Louis, and when she had run about fifty yards up the river, one of her boilers exploded, by which accident nine persons on board were badly hurt ; but, happily, no lives were lost. A gentleman, who was a resident of St. Louis at that time, states that when he heard the noise of the explosion, he hastened down to the wharf, when tlie first object which attracted his attention was a colored man, who had just been brought to the shore in a boat. He had been taken out of the river, into which he and several other persons had been thrown at the time of the accident. He was badly scalded, and also much cut and bruised, and bled profusely. Soon another boat arrived, with two white men in a similar condition, who had also been rescued from the water. The appearance of one of these was especially frightful. Every visible part of his body, (to use the language of the narrator,) " was scorched and burned to a crisp ; his eyes were put out, and his head was literally roasted !" Though it was stated that no lives were lost by the acci- dent, it is scarcely possible that this man, so dreadfully injured, could have long survived. On the boiler-deck of the Chariton, two other wounded men were extended ; one of them, the chief engineer, had been completely overwhelmed by the torrent of scalding water which the boiler had disgorged. He continually uttered the most affecting entreaties to the bystanders " to kill him at once, and put him out of his misery !" The usual applications of oil, kc, seemed to afford no relief. The person who gives this account seems to ascribe the accident to some neglect or mismanagement ; but the grounds on which he makes this accusation are not specified. BURNING OF THE BEN SHERROD, MAY 8, 1837. On the 8th of May, 1837, the large Louisville and New Orleans packet, the Ben Sherrod, caught fire on her upward trip, while she was engaged in an exciting race with the steamer Prairie. It was one o'clock at night, and the boat was about fourteen miles above Fort Adams, ploughing her way up the Mississippi with great velocity. The Prairie was just ahead of her, in sight, and the crew of the Ben Sher- rod were determined, if possible, to go by her. The firemen were MA P OF THE MIS SIS SIP PI. —NO. 15. Lloyd's steamboat disasters •97 shoving in the pine knots, and sprinkling rosin over the coal, and doing their best to raise more steam. They had a barrel of whisky before them, from which they drank often and freely until they were beastly drunk. The boilers became so hot that they set fire to sixty cords of wood on board, and the Ben Sherrod was soon completely enveloped in B U r. .N I N G OF THE B K N S H K H K u K flames. T!ie passengers, three hundred in number, were sound asleep, not thinking of the awful doom that awaited them. When the deck hands discovered the fire, they basely left their posts and ran for the yawl, without giving the alarm to the passengers. Capt. Castlemau attempted for a time to allay the excitement and confusion, by telling them the fire Avas extinguished. Twice he forbade the lowering of the yawl, which was attempted. The shrieks of nearly three hundred and fifty persons now on board, rose wild and dreadful, which might have been heard at a distance of several miles. The cry was, " To the shore ! to the shore !" and the boat made for the starboard shore, but did not gain it, as the wheel ropes soon burnt. The steam was not let off, and the boat kept on up the river. The scene of horror now beggared all de- scription. The yawl, which had been filled with the crew, had sunk, drowning nearly all who were in it; and the passengers had no other alternative than to jump overboard, without even taking time to dress. There were ten ladies who all went overboard without uttering a single scream; some drowned instantly, and others clung to planks ; two of the number were all that were saved. Several passengers were burnt alive. One man by the name of Hay, from Louisville, Kentucky, jumped overboard, and hung to a rope at the bow of the boat, until rescued by the yawl of the steamer Columbus, which arrived at the scene half an hour after the boat took fire. Mr. Ray's face and arms 98 Lloyd's steamboat disasters. were much burnt while clinging to the boat. He lost twenty thousand dollars in specie. The steamboat Alton arrived half an hour after the Columbus, but from the carelessness or indiscretion of those on her, was the means of drowning many persons who were floating in the water. She came down under full headway among the exhausted sufferers, who were too weak to make any further exertion, and by the commotion occasioned by her wheels drowned a large number. A gentleman by the name of Hamilton, from Limestone county, Alabama, was floating on a barrel, and sustaining also a lady, when the Alton came up, wash- ing them both under. The lady was drowned, but Mr. Hamilton came up and floated down the river fifteen miles, when he was rescued by the steamer Statesman. Mr. McDowell sustained himself some time against the current, so that he floated only two miles down the river, and then swam ashore. His wife, who was floating on a plank, was drowned by the steamer Alton. Mr. Rundell floated down the river ten miles, and was taken up by a flat-boat at the mouth of Buffalo creek ; he saved his money in his pantaloons' pocket. Mr. McDowell lost his wife, son, and a lady named Miss Frances Few, who was under his protection ; also a negro servant. Of those who escaped, we have seen and conversed with James P. Wilkinson, Esq., Mr. Stanfield, of Rich- mond, Virginia, and Daniel Marshall, Esq., of Moscow, Indiana. The scene, as described by them, was truly heart-rending ; while some were confined to their berths, and consumed by the flames, others plunged into the river to find watery graves. One lady, who attached herself to Mr. Marshall, and had clung to him while they floated four or five miles, was at length drowned by the waves of the Alton, after imploring the boat's crew for assistance and mercy. Mr. Marshall was supported by a flour barrel. Only two ladies out of ten who were on board were saved ; one of these was Mrs. Castleman, the Captain's wife ; the other was Mrs. Smith, of New Orleans. It was said by some of the passengers, that the captain of the Alton did not hear the cries of those who implored him for assistance as he passed, it being midnight ; but there can be no excuse for the monster who commanded the Prairie, for leaving a boat in flames without turn- ing around and affording the sufferers relief. He reported her on fire at Natchez and Vicksburg. A man in a canoe near the scene of the disaster refused to save any who were floating in the water, unless they promised to pay him hand- somely for his services. So rapid were the flames that not even the register of the boat was saved ; hence it was impossible to get a full list of the lost. One of the officers of the boat informed us, that out of Lloyd's steamboat disasters. 99 seventy-eight deck passengers not more than six were saved. This was one of the most serious cahiraities that ever occurred on the Mississippi river, there being at least one hundred and seventy families deprived by it of some dear and beloved member, and over two hundred souls being hurried by it out of time into eternity, with scarce a moment's warning. During the burning of the Ben Sherrod eight different explosions oc- curred ; first, barrels of whiskey, brandy, &c. ; then the boilers blew up with a fearful explosion, and lastly, forty barrels of gunpowder ex- ploded, which made a noise that was heard many miles distant, scattering fragments of the wreck in all directions, and producing the grandest sight ever seen. Immediately after, the wreck sunk out of sight just above Fort Adams. A large quantity of specie, which was on its way to the Tennessee Banks, was lost. One gentleman placed his pocket- book, containing thirty-eight thousand dollars, under his pillow, and though he managed to escape, he lost all his money. One scene was distressing in the extreme ; a young and beautiful lady, whose name was Mary Ann Walker, on hearing the cry of fire, rushed out of the ladies' cabin in her loose night-clothes in search of her husband, at the same time holding her infant to her bosom ; in her endeavors to get for- ward her dress caught fire, and was torn from her back to save her life. After witnessing her husband fall into the flames in the forward part of the boat, and unable to reach him, she leaped with her child into the water, seized a plank, and was carried by the current within forty yards of the Columbus, but just as she seized a rope thrown to her, both mother and child sank to rise no more. One young man, who had reached the hurricane deck in safety, hearing the cries of his sister, rushed back to the cabin, clasped her in his arms, and both were burnt to death. One of the clerks, one of the pilots, and the mate were burnt to death. All the chambermaids and women employed in the boat perished ; only two negroes escaped out of thirty-five that were on the boat. Lost — Three children and father of Captain Castleman ; Mrs. Mc- Dowell, of Belfont, Ala. ; Mrs. Gamble and three children, of New Orleans ; Miss Frances Few, of Belfont, South Alabama ; Mr. Fran- ces, burnt to death. Passengers Saved — James Smith, lady and son ; Thomas Cook, W. H. Cloud, Wm. Beattie, Amos Brundell, Thomas Larmer, Samuel Ray, Lister Sexton. Great praise is due to Captain Austin of the Statesman, and Cap- tain Littlejohn of the Columbus, for their humane efforts to save the passengers of the Ben Sherrod, for had they acted as the Captain of MAP OF THE MISSISSIPPI .— N 0.16. Yazoo Co., Miss. Greenville Lloyd's steamboat disasters. lOl the Alton, not a soul would have been saved to tell the tale of that calamity. Mr. "Wra. Stamp's family did everything in their power to relieve the wants of the sufferers, and they will long be remembered for their kindness to the strangers in that trying time. List of Saved — G. Stanfield ; Mr. Gamble and his son, of New Or- leans ; Ephraim Stanfield, Richmond, Virginia ; Rosamond P. Andrews, A. n. Hartley, Arkansas; John Lowney, Indiana; Hugh Simpson, and Constantino Mahan, Tennessee ; P. 11. "Watkins, Bedford county, Virginia ; Thompson Duvall, Shelby county, Indiana ; Matthew M. Orme, Natchez ; Thomas W. Blagg, Alabama ; J. S. Lowe, Tennessee ; Charles W. Andrews, Yates county, New York ; John Montgomery and James 0. Phillips, Indiana ; J. W. Brent, Pecan Point ; John Dasua, E. Bushman, E. II. Burnes and J. M. Williams, Indiana ; John Blanc, New Orleans ; John A. Davis, Florence, Alabama; Eras- tus Griggs, Marietta, Ohio ; A. Randall, Rocky Springs, Mississippi ; James P. "Wilkinson, Richmond, Virginia ; Canton Macon, Cincinnati ; Wm. Wallace, New York ; Mrs. Smith, of Mobile. List of Officers picked up by the Columbus — Captain C. G. Castleman and lady ; George Stiles, clerk ; Wm. Bell, first engineer ; Stephen Hooks, second engineer ; Charles Greenlee, pilot ; Samuel Big, second mate ; John Ilill, carpenter ; P. Rice, Jacob Lightstroff, John Eggman, A. Goddin, Amos Burby, Brilly John, M. P. Hard, Charles Simms, Fred. Cowen, Willis Caldvy-ell, John Caldwell, John Johnson, Jacob Rose, Edward Fleece, B. McDaniel, Moses Caldwell, Charles Anderson, Peter Sevier, Andrew Moore, Joseph Cooper, Jo- seph Fisher, and John Clark. A gentleman, Mr. Cook, floated down the river several miles before he was picked up. He. hailed the wretched and despicable character who had put off in a yawl from the shore, and begged his assistance. The scoundrel, who was intent in picking up baggage, boxes, &c., asked with the utmost sa)rg froid, "How much will you give me?" To the entreaties of others for help, he replied, " Oh, you are very well off there; keep cool, and you'll come out comfortable." Poor Davis, the pilot at the wheel, was consumed ; he was one in a thousand, preferring to die rather than leave his post in the hour of dan- ger. Just before he left New Orleans, he was conversing with another pilot about the burning of the St. Martinsville ; said he, "If ever I should be on a boat that takes fire, and don't save the passengers, it will be because the tiller ropes burn, or I perish in the flames." And just such men as Davis are to be found among the western boatmen ; many have stood by their posts in the hour of danger, and perished rather than flinch from their duty. 102 LLOYD'S STEAMBOAT DISASTERS. BURNINa OF THE BRANDYWINE, APRIL 9, 1832. The steamboat Brandywine, Capt. Hamilton, left New Orleans on the evening of April 3d, 1832. Her place of destination was Louis- ville, Kentucky. Her voyage was prosperous until the evening of the 9th, at seven o'clock. When the boat was about thirty miles above Memphis, she was discovered to be on fire. Among the lading, it ap- pears there were a number of carriage wheels wrapped in straw, as articles of that kind are usually put up for transportation on the river. These wheels were piled on the boiler-deck, near the officers' rooms, and under the hurricane roof. It is supposed that the fire was communi- cated from the furnaces to the highly combustible envelope of these wheels ; the wind blew hard at the time, and the sparks were ascend- ing very rapidly through the apertures in the boiler-deck, which were occupied by the chimneys, these not being closely fitted to the wood- work. It appears, too, that the Brandywine was racing with the steam- boat Hudson at the time the fire broke out ; and that, for the purpose of producing more intense heat, and thus accelerating the boat's speed, a large quantity of rosin had been thrown into the furnaces. Tliis fatal ruse was resorted to because the Brandywine had been compelled to stop and make some repairs, and the Hudson, in the meantime, had gained considerable headway. Soon after the Brandywine had resumed her course, the pilot who was steering discovered that the straw covering of the carriage wheels was on fire. Strenuous efforts were made to ex- tinguish the flames and to throw the burning articles overboard, but it was found that their removal allowed the wind to have free access to the ignited mass ; from which cause, as Capt. Hamilton reports, the fire began to spread with almost incredible rapidity ; and in less than five ininutes from the time the alarm was first given, the whole boat was wrapped in a bright sheet of flame. The state of afi'airs on board may be imagined, when it is understood that the Brandywine was crowded with passengers, and the only means of escape from a death of fiery torture which presented itself was the yawl, in which scarcely a tenth part of the aSrighted people could be conveyed to the shore at a single trip. But even the faint hope of de- liverance which this single mode of escape offered them, soon termi- nated in disappointment and despair. In the attempt to launch the yawl, it was upset and sunk. The heat and smoke had now become so insupportable, that not less than a hundred persons, made desperate by fear and suffering, threw themselves into the river. Lloyd's steamboat disasters. 103 The number of passengers on board, according to some reports, was not less than two hundred and thirty ; of these only about seventy-five were saved ; the rest were either drowned or burned to death. Among those who perished were nine women, and about an equal number of children. As soon as all hope of extinguishing the flames was abandoned, an attempt was made to run the boat on shore, but she struck on a sand- bar, in nine feet w^ater, and about a quarter of a mile from the nearest bank of the river, where she remained immovable, until she was burnt to the water's edge. Those passengers, and other persons belonging to the boat, who had the good fortune to escape, saved themselves by swimming, or floating on detached pieces of timber to the nearest island. It is reported to the honor of Capt. Hamilton and his crew, that they remained on the burning boat to the last possible moment, exerting themselves to the utmost to save the lives which had been entrusted to their charge. In this case, as in several others which we have noticed, the number of victims cannot be ascertained with any degree of precision. The following list of the killed, although it is the most complete account that we could obtain, does not, in all probability, comprise more than one-third of the real number. Cabin Passengers. — II. Hilyard, H. II. Davenport, Fowler, and Robert Stothart, Nashville ; Mrs. Walker and child ; Mrs. Sparks ; three colored women, and several children. Deck Passengers. — L. Hamilton, Joseph Ford, Abner Osborne, Byce Jackson, B. Williams, Joseph Leonard, L. Flourney, Ralls, B. Murell, Martin Cozine, John Myers, H. McMillan, Edward Bebee, John Mortimer, E, Wright, Marell, John Adams and brother, and W. Downes, Cincinnati ; James Saunders, A. Stansbury, J. Knock, and Adam Abrams, New Orleans ; Mrs. Johnson, Philadelphia ; Miss Thompson, Baltimore ; Miss Ilettie Jones, Cincinnati ; William Peters, St Louis ; W. Williams, Chicago ; Henry Hull, Detroit ; James Ott, Hartford, Connecticut ; D. French, New York ; S. Michael, Missouri ; E. Blanks, Kentucky ; J. Carter, Natchez ; Z. Shires, Boston ; B. Colt, Memphis ; Miss Blanton, Mississippi ; Mrs. Williams ; three chil- dren of Mr. Thompson, and Ethan Johnstone, Louisiana ; and three slaves belonging to the boat. The number of wounded could not have been less than seventy, some of whom were severely injured, and died, in consequence, soon after. Of those who escaped to the island, some were so badly burned, or otherwise injured, that they survived only for a few hours. MAP OF THE MISSISSIPPI. — NO. 17, Lake P^rt Ldg Grand Lake ■^p.-^ss ===Vsa Princeton Carolina Ldg. LLOYDS STEAMBOAT DISASTERS. 105 EXPLOSION OF THE OROXOKO, APEIL 21, 1838. On Saturday morning, at six o'clock, April 21st, 1838, the steamboat Oronoko, Capt. John Cra^vford, came to anchor in the Mississippi, op- posite Princeton, one hundred miles above A^ieksburg, -where she stopped for the purpose of sending her yawl ashore to receive some passengers. In less than five minutes after the machinery ceased moving, a flue collapsed, spreading death and devastation throughout the boat. This accident occurred before the people on board were aroused from their slumbers. The deck passengers were lodged on the lower deck, abaft the engine, where, as is customary in western steamboats, berths were provided for their accommodation. On this oc- casion the number of berths was insufficient, as the boat was thronged with emigrant!^, and mattresses had been spread over the floor for the use of those who could not be lodged in the berths. This apartment EXPLOSION OF T a li O li O N o K O . between decks was densely crowded with sleeping passengers, when the flue collapsed, as aforesaid, and the steam swept through the whole length of the boat with the force of a tornado, carrying everything before it. jNIany of the crew, whom duty had called on deck at that early hour, were blovm overboard ; and as the scalding vapor penetrated every part and recess of the cabin and space between decks, the slum- bering population of the boat, with scarcely an individual exception, were either killed on the spot, or injured in a manner more terrible than death itself. Some of these unfortunates were completely excoriated, some shockingly mangled and torn, while others were cast among masses of ruins, fragments of wood and iron, piled up in inextricable confusion. The deck was strewn with more than fifty helpless suflerers ; the MAP OF THE MISSISSIPPI. — N .18 Lake Providence ^^ Transylvania Ldg. Wilton Ldg. sHsss^tTennesee Ldg. Lloyd's steamboat disasters. 107 river was all alive with those that had been hurled overboard by the force of the explosion, and those who, frantic with pain and terror, had cast themselves into the water. Some of those who had been scalded swam to the bank, and then in the wildest phrenzj, occasioned by in- tolerable agony, leaped back into the water and were drowned. Those persons who occupied the cabin generally escaped before the steam reached that apartment ; but one gentleman, Mr. Myers, of Wheel- ing, while making his way forward with his child in his arms, became alarmed at the scene of confusion and distress which presented itself, and rushing back to the cabin, which by this time was filled with steam, he and the child were both badly burned, and died soon afterwards. Nearly one hundred deck passengers are supposed to have been sacrificed, the names of a great majority of whom were unknown, and are therefore not inserted in the subjoined list. Persons known to have been killed — John Porter, second engi- neer, of Shippingsport, Kentucky; Owen Owens, Welshman, (blown overboard and drowned ;) Mr. Myers, of Wheeling, and his child, eight months old ; John Walker, fireman ; E. Webb, Trumbull county, Ohio ; P. McGallagher, brother and child, Mr. and Mrs. Flanegan, and two children, of Ireland; R. Hardenbroch, and Joseph Oilman, firemen, of Pittsburgh; Martha Mulligan, of Ireland; Wm. Jackson, Dr. Young, Georgia ; Samuel Smith, New York ; V. Armstrong, Virginia ; Walter Dillon, Boston ; E. D. Murray, Syracuse, New Y''ork ; Dr. Williams, J. B. Clawson, M. D. Perry, Bath, Maine ; Jethro Jacks, Mass. ; 0. Arbinger, Louisville ; S. Winters, Indiana ; David Few, Lexington, Kentucky ; John Bloodgood, B. Hunter, New Hampshire ; D. Atkin- son and U. Terrebonne, Louisiana ; M. Dorsey, Kentucky ; Miss Wil- hoite, Rhode Island ; C. Torrence, Missouri ; Mary Ann Bostick, Cin- cinnati ; A. Hemfield, Delancy, New Orleans ; Charles Olmstead, South Carolina ; A. Dinwiddie, Maine ; and three others, not named. The Wounded : — George Pettibone, of New York ; Joseph Tunis, Baton Rouge, Louisiana ; Enoch Heritage, Cincinnati, Ohio ; William Clayton, Galloway county, Kentucky ; George Henry, Wheeling, Vir- ginia ; Wm. Ilaynes, Frederick county, Maryland ; S. Smith, Onon- dago county. New I'^ork ; James Lloyd Ilarri^ton, Roxbury, Massa- chusetts ; wife and child of P. Gallagher ; George Snodgrass, Cooper county. Mo. Several of those mentioned in the list of wounded died of their inju- ries. Some of those blown overboard were picked up by the yawl, and two or three were saved by a skifi" from the shore. The inhabit- ants of Princeton did all in their power to assist the distressed crew and passengers, and to alleviate their sufferings. gistantts, Cofons aiib i\nx ^0puIcitioii THE OHIO PtlVER. FROM PITTSBURGH, PENNSYLVANIA, TO Miflflleport, Ohio, Sheffield, Ohio, West Columbia, Va., Cheshire, Ohio, Addisonville, Ohio, -• Point Pleasant, Va., Gallipolis, Ohio, Snuiplu's Landing, Ohio, Little Giigar, Va., Millersport, Ohio, - Haskilville, Ohio, Guyandotte, Va., - Indiiin Guyandotte, Ohio, Burlington, Ohio, - lOatlettsburgh, Ky., - Ashland, Ky., Iron ton, Ohio, - - - Hanging Rock, Ohio, Greenupsburgh, Ky., Wheelersburgh, Ohio, - Sciotoville, Ohio, Port.'^mouth, Oliio, - New Hiiiupshire, Ky., Buena Vista, Ohio, RockviUe, Ohio, Vancoburgh, Ky., - Rome, Ohio, - . - Concord, Ky., Wrightsville, Ohio, - Manchester, Ohio, Maysville, Ky., Ripley, Ohio, Lavana, Ohio, - - - Dover, Ky., - - . Higginsport, Ohio, - Augusta, Ky., Smith's Landing, Ohio, Chilo. Ohio, - Neville, Ohio, - - - Foster's Landing, opposite, Moscow, Ohio, - - - Point Pleasant, Ohio, - Bellmont, Ky., opposite, - California, Ky., New Richmond, Ohio, Piilostine, Ohio, California, Ohio, Columbia, Ohio, Pendelton, . . . Jamestown, Ky., opposite, CiNCi.NNATi, Ohio, AI LES. Pop. Sewiekleyville, Pa., - 13 1400 Shousetown, Pa., - 2 15 1600 Economy, Pa., - . - 3 18 1700 Freedom, Pa., 8 2(5 1000 Beaver, Pa., . . - 2 28 3000 Shippersport, Pa., - 6 34 300 Georgetown, Ph., 6 40 400 Glasgow, opposite, in Ohio, 200 Liverpool, Ohio, 5 45 1000 Wellsville, Ohio, 5 50 2500 Port Homer, Ohio, - 6 55 100 New Cumberhind, Va., - 4 59 100 Steubenville, Ohio, - 12 71 8000 Wellsburgb, Va., - 7 78 408*) Warrenton, Ohio, 7 85 600 Tiltonsville, Ohio, - 2 87 150 Burlington, Ohio, 3 90 100 Martinsville, " - 3 93 700 Wheeling, Va., 2 95 20,000 Bridgeport, Ohio, op., - 800 Richetown & W.Whceling.O 1 9G COO Benwood, Va., 3 99 100 B^'Ue Air, opposite, - 50 Weegee, Ohio, 5 104 56 EUzabethtown, Va., - 3 107 2000 Powhaton. Oliio, - 8 115 100 Sunfish, Ohio, - 8 123 120 Baresville, Ohio, - 9 132 140 New Martinsville, Va., 3 135 400 Clarington, Ohio, - 4 139 450 Sisterville, Va., 6 145 460 Cochrenville, 2 147 160 Matamor.as, . . - 3 150 40 St. Mary's . - ,. 13 103 80 Newport, Ohio, 1 164 1000 Marietta, Ohio, 16 ISO 6000 ■W^illiamsport, op., in Va., - 400 Parkersburgh. Va., 12 192 600 Little Hockingport, Ohio, - 8 200 400 Hockingport, Ohio, % 208 400 Bellville, Va., - 213 ISO Murraysville, Va., - 3 216 300 Ravenswood, Va., 11 227 400 Letnrtville, Ohio, - 13 240 3110 Racine, Ohio, - . . 6 24 6 190 Saracruse, Ohio, - 5 251 200 Hartford city. Va., - 1 252 3(10 Minersville, Ohio, - 1 253 220 Nyesville, Ohio, 1 254 300 Poraeroy, Ohio, 1 256 3000 Mason city, op., in Va., 200 Coalport, Ohio, 1 256 SOO (108) 1 257 1 25S 1 259 4 263 4 267 4 271 4 275 12 2S7 6 293 6 299 2 301 10 311 1 312 7 319 4 323 6 328 5 333 3 336 6 342 11 353 2 355 7 362 11 373 4 377 1 378 4 382 5 387 7 394 2 396 4 400 12 412 9 421 2 423 2 425 5 430 3 433 7 440 3 443 5 448 3 451 3 454 4 458 2 460 5 465 6 471 3 474 2 476 4 480 Pop. 320 400 300 200 100 300 3000 100 200 160 200 2000 400 600 600 360 2500 600 500 480 380 6900 180 300 200 280 180 300 100 390 8000 3000 200 880 700 1600 100 185 400 200 400 400 300 180 4000 600 100 200 200 300 210,000 \ ^ DISTANCES, TOWNS AND POPULATION. 1C9 FROM CINCINNATI, OHIO, TO Industry, Ohio, Taylorsport, op., in Ky., North Bend, Ohio, - Lawrenceburgh, Ind., - Petersburgh, Ky., Aurora, Ind., Bellview, Ky., . - . Rising Sun, Ind., - Millersburgh, Ind., - Hamilton, Ky., Patriot, Ind., ... Sugar Creek Landing, Ky., Warsaw, Ky., ... Florence, Ind., Vevay, lud., ... Miles. Pop. 11 200 100 5 16 100 7 2S 5000 2 25 200 2 27 4000 8 35 100 i 39 3000 3 42 ISO 5 47 440 4 51 1000 4 65 20 5 60 1400 1 61 130 8 69 3000 Ghent, opposite, in Ky., Carrolton, Ky., IMadison, Ind., - - . /Hanover, Ind., London, Ind., - - . Marble Hill, or Dean's Landing, Ind., Bethlehem, Ind., - Garret'.s Lanil., op., in Ky., Westport, Ky., - - - Jlerculaneum, Ind. Charleston Landing, Ind., Utica, Ind., - . - JefFersonville, Ind., - Louisville, Ky., - BI ILE3. Tor. 500 9 78 2S0l» 2 00 10,000 5 JO 600 5 100 210 5 105 80 5 110 600 200 6 116 600 4 120 110 7 127 180 6 r.v3 490 7 140 4900 1 141 80,000 FROM LOUISVILLE, KENTUCKY, TO New Albany, Ind., - West Point, or Salt River, Ky., - - . . Rock Haven, ... Tobacco Landing, - Brandenburg, Ky., - Mockport, Ind., Amsterdam, Ind., Leavenworth, Ind., Concordia, Ky., Rome, Ind., ... Stephenson, Ky., opposite, Cloverport, Ky., . Hawesville, Ky., Cannelton, Ind., opposite, Troy, Ind., Lewisport, Ky., Grand View, Ky., Rock Port, Ind., - Owensboro, Ky., Bon Harbor, Ky., - Miles. rop. 3 16,000 20 23 600 10 33 400 6 39 100 5 44 1400 2 40 150 8 54 100 10 64 1300 25 89 180 23 112 1000 250 10 122 800 14 136 1000 600 8 144 450 9 153 400 5 158 120 5 163 800 10 173 1400 7 180 450 MILE9. Newburg, Ind., - - 23 203 Evansville, Ind., - . 15 218 Henderson, Ky., . - 12 230 West Franklin, - - 13 243 Mount Vernon, Ind., - 15 258 Uniontown, Ky., - - 18 276 Raleigh, Ky., - . - 12 288 Shawnoetown, HI., . 5 293 Caseyville, Ky., - - 15 308 California, or Cave in Rock, III., - - - - 10 318 Elizabethtown, 111., - 10 328 Roso Clair, ... 2 330 Golconda, 111., . . 8 .338 Sinithland, Ky., . .15 353 Paducah, Ky., - - 12 365 Brooklyn, - - . 3 368 Metropolis, 111., . - 7 375 Hillaman, 111., - . -10 385 Caledonia, 111., . - 15 400 Cairo, 111., - - - 15 415 Pop. lOOO 12,000 4000 150 2000 500 200 3000 180 60 130 60 400 2500 4000 80 800 100 500 1000 gistanas on %tnntsstt fvihr. FROM PADUCAH, KENTUCKY, TO Paris Landing, Sandy " Winns' " Point Mason, Reynoldsburgh, Mills Point, - Perryville, Brownsport, . Patriot, Dec^ur Furnace, . CarroUsvillo, Clifton, MiLBS. Pop. 79 100 1 80 60 8 88 30 12 100 40 10 110 100 4 114 80 36 150 200 6 156 ISO 7 163 300 3 166 180 4 170 300 1 171 90 MlLlS. Pop. Swallow Bluff, - . 12 183 40 Saltillo, . 10 193 100 Coffee Landing, . 16 209 100 Savannah. - 5 214 ISO Crumps Landing, - 4 218 49 Pittsburgh, . . 4 222 100 Hamburg, . 4 226 120 Eastport, 30 256 1000 Chickasaw, - 2 258 185 Tuscumbia, - . 26 284 2000 Florence, Foot of Muscle Shoals, . 5 '289 3000 110 DISTANCES, TOWNS AND POPULATION listaKtts 011; Cumhrhnii %xhtx. Pinkneyville, - Dyensburgh, Eddyville, Tennessee R. Mill, Canton, - Lime Port, - Tobacco Port, - Dover, - Cumberland R Bowlingreen, New York, Palmyra, Prices' Landin; Mill, FROM SMITHLAND, KENTUCKY, TO Clarksville, • Davis Riffle, Betseystown Raworlh's Landing, Newton's Warehouse, Mouth of Harbor, - Sycamore Landing, - Mouth of Marrowbone, Dozier's Landing, Davidson's " Watkin's " - Watson's " Nashville, Miles. Pop. 15 180 5 20 80 25 45 1300 10 55 600 10 65 200 12 77 100 2 79 180 12 91 100 7 98 200 8 106 80 10 116 60 5 121 100 11 132 100 Miles. 1 133 15 148 5 153 154 155 168 164 167 173 178 179 186 193 Top. 4500 100 60 40 20 40 f-0 60 45 30 80 25,000 EXPLOSION OP THE TRI-COLOR This sad event took place on the first day of April, 1830, at Wheeling, Va., on the Ohio river. The Captain, second engineer, and thirteen passengers, were killed. Four persons were wounded. The first engineer, who escaped unhurt, gives the following account. When the boat stopped at Wheeling to land passengers, he had the fires damped down, and was sure that there was a good supply of water in the boilers. He then went to his breakfast, but before he had finished this meal, the Captain came to the door and informed him that the steam was up, and he wished to start. The engineer arose from the table, went out, and found that the steam was very high, and the fire burning briskly. The men were then employed in pushing out the boat from the wharf, but before the bell gave the signal to go ahead, the boilers bursted with the usual horrid effects. The engineer, who gives this account, ascribes the accident to the imprudent conduct of the captain ; who ordered the men to supply the fires with fuel, without notifying the engineer that this had been done. It appears that captains of steamboats were, at that time, too apt to interfere with the engineer's duties, affecting to be more familiar with the operation of the steam-engine than the men who were presumed to have the exclusive management thereof. The names of the killed and wounded are not given. Six persons were killed. LLOYDS STEAMBOAT DISASTERS. Ill EXPLOSION OF THE PILOT. On tlio tcntli of March, 1844, while the steamboat Pilot, Capt. Gow, "was leaving the woodyard of Mr. Felix, opposite New Orleans, the starboard boiler burst Avith a terrific report. Capt. Gow and Mr. Felix were standing on the boiler-deck ; both were blown overboard, and each had a leg broken, and they were otherwise severely injured, yet they suc- ceeded in reaching the shore. William Gow, a son of the captain, was standing on the forecastle, and was frightfully mangled. His spine and both his legs were broken. He was removed to the hospital at New Orleans, where he expired on the following morning. One of the deck-hands jumped overboard and was drowned. John Nixon, fii'st en- gineer, and Henry Fox, second engineer, were badly scalded. One of the steersmen was slightly scalded, and had both his legs broken. Capt. Gow himself had his legs broken, his skull fractured, and was internally injured, and it was supposed that he could not possibly re- cover. Several others who were on board were more or less hurt. One of the crew died of his injuries at the hospital, about a week after the accident took place. Captain Gow and Mr. Felix were blown to the height of fifty feet in the air, and their escape from instant death is certainly one of the most extraordinary circumstances which we find in the records of steamboat calamities. EXPLOSION OF THE GEORGE COLLIER, MAY 6, 1839. This steamer was on her way from New Orleans to St. Louis. On the fatal day, at one o'clock, A. M., when the boat was eighty miles below Natchez, the piston-rod gave way, by which accident the forAvard c^dinder-head was broken, and a part of the boiler stand was carried away. The steam which escaped scalded forty-five persons, twenty of whom died on the same day. A list of the dead and wounded was furnished by the clerk. We copy it, with the usual doubts respecting its accuracy, as many names must have been unavoidably omitted. Killed. — T. J. Spalding, fireman, of St. Charles, Mo. ; Charles Brooks, deck passenger^ residence unknown ; William Blake, Bos- ton, Mass. ; Christian Herring, Germany; Mrs. E. Welch and two chil- dren, and^J. O'Brian and wife, New Orleans; Seldon J. Bror^ua, Po- AP OF THE MISSISSIPPI . — N . 19 VICKSBUBC Lloyd's steamboat disasters. 113 land, Kj. ; John Idlda, France ; David J. Rose, New Orleans ; Dederick Groe, Germany ; Frederick Gross, and Joseph B. Bossuet, Boston, Mass. ; Peter Smith, New Orleans ; Joseph Lawrence, Parke co., Ind. ; Charlotte Fletcher and brother, England ; Bilch, fireman ; and six others whose names are unknown. "Wounded. — Passengers. — D. Husselnangcr, and Mrs Christian Herring, Germany, (both badly scalded) ; Thomas Fletcher and wife, England, (badly burnt) ; Francis Bryan and wife, and Francis Sernel- ly, St. Louis ; Thomas Butler ; Isaac Raney ; Alfred Davis, deck hand ; John Brown, and James McDonald, firemen ; five children of Adam Woolbridge, some of them badly scalded ; a slave of Thomas Johnston ; Isadora Idida, deck passenger, badly scalded. The cause of the disaster was probably a flaw or imperfection in the • machinery. BURNING OF THE TANGIPAHO, MARCH 2, 1838. The Tangipaho, N. Sharpe, master, was on her way from the lake ter- minus of the railroad to the Balize, and when about forty miles from her place of destination, she was discovered to be on fire. After some time spent in the vain effort to extinguish the flames. Captain Sharpe, jNIr. Wilson, the pilot, and Mr. Smith, a passenger, left the boat (being obliged to use the hatches for a raft, as there was no small boat on board), with the intention of reaching the nearest land. Mr. Phillip Grennell, the mate, and six colored men employed as deck hands, re- mained in the steamer. About night-fall the chimneys fell in, and then the mate and his assistants succeeded in extinguishing the fire. Mr. Grennell then constructed several sails by joining blankets together, and put the boat before the wind, hoping to reach South Pass, or some other place of security. After drifting about all the succeeding day, Saturday, March 3d, they cast anchor near the beach, and went on shore for water, but were unable to obtain any. They weighed anchor, and ran the boat on shore in the marshes on Sunday afternoon. From thence they travelled to Johnson's store on the Mississippi, where they procured a skiff, crossed to the opposite side, and were taken on board by the tow-boat Farmer, Captain Morrison. The gentlemen who betook themselves to the hatches, viz : Captain Sharpe and Messrs. Wilson and Smith, were doubtless lost, as nothing was heard of them afterwards. All might have been saved, had the steamer been provided with a small boat ! 8 lU LLOYDS STEAMBOAT DISASTERS. EXPLOSION OF THE GEN. BROWN, NOY. 25, 1838. For the particulars of this disaster we are indebted to Capt. Robert McConnell, now of Paducah, Ky., who was clerk on board the Gen- eral Brown, and an eye-witness of the explosion and its dreadful results. This steamer, under the command of Captain Samuel Clark, left Louis- ville, Ky., for New Orleans on the 19th of November, 1838. This was her first trip of the season, and the water was quite low in both rivers, being only five feet in the Ohio and seven feet in the Mississippi. Cir- cumstances seemed to threaten misfortune from the very beginning of the voyage ; for in passing over a sand-bar at no great distance from Louisville, the General Brown came in collision with the steamer Wash- ington, bound up the river, by which accident the larboard wheel of the ■ Gen. Brown was damaged to that degree that repairs were necessary before the boat could proceed. The carpenter succeeded in fitting up a temporary Avheel, which answered the purpose very imperfectly ; however, the boat was enabled to continue her trip, working along slowly until the morning of Sunday, November 25th, when she reached Helena, Ark., where she stopped to land a passenger. This being done, the captain, who stood on the hurricane roof, took the bell-rope in his hand to give the usual signal of departure; but at the first tap of SCA frjC/?coi?^y s EXPLOSION or THE GENERAL BBOWN. the bell, the boilers exploded with a deafening crash, and that single stroke of the bell was to many a signal of departure to that eternal world from whence no traveller returns. Capt. Clark himself, while still grasping the bell rope convulsively in his hand, was blown overboard, together with a portion of the wood-work on which he stood. He had Lloyd's steamboat disasters. 115 been holding a lively conversation with Dr. Price, of Lexington, a few moments before. Dr. P. stood on the same platform, and shared the same melancholy fate, both gentlemen being afterwards found among the dead. Captain McConnell, who gives this account, was throv.n from the railing on which he stood after notifying the captain that tho boat was ready to start. He fell on the deck and received but little injury. He supposes that the persons killed numbered about fifty-five, and the wounded fifteen or twenty. The names which follow are all that he could call to remembrance. Killed. — Capt. Samuel Clark, master of the boat ; Joseph Under- wood, and Hamilton McRay, pilots ; James Wilson, first engineer ; Basil Boons, mate ; Ely Johns, second clerk; carpenter, name not re- collected ; Patrick Dunn, bar-keeper ; eight or ten firemen and deck- hands. Passengers — C. Libley, D. L. Davis, N. A. Miller, and Dr. Price, of Lexington, Ky. ; IL M. Blanchard, E. Hubbard, George John- son, J. K. Gutherite, T. D. Sims, C. Keane, T. D. Levey, A. Dugan, Dr. Johnson and wife, B. ^Yalker, C. Stansbury, 0. Perry, and several others, making a total of fifty-five. The names of the wounded are not given. Capt. IMcConnell ex- onerates the commander of the General Brown from all blame, de- claring that he frequently urged the firemen and engineers to use the utmost caution, and to carry as little steam as possible, on account of the crippled condition of the boat. EXPLOSION OF THE ELIZABETH. The steamboat Elizabeth, Capt. Gordon, w^as ascending the Missis- sippi on Tuesday, April od, 1845, having left New Orleans on the pre- ceding Sunday. About three o'clock, P. M., just as she entered the Courtauban, her boiler collapsed, making a complete wreck of her upper works. The numerous pieces of the deck, kc, bloAvn overboard, afibrded the means of escape to a number of persons who had been pro- jected into the water. The names of the persons who were killed or injured by this accident "were given by the clerk of the boat, whose statement we copy : J. H. Gordon, the captain, was very badly scalded and bruised. Daniel Yorke, mate, killed. Freeman B. Lamb, first pilot, leg frac- tured. James Marquite, first engineer, very badly injured. Nelson Hill, second engineer, missing. Rhodes, deck hand, missing. One colored fireman slightly scalded, and another missing. The passengers were uninjured, except a few who were slightly bruised. MAP OF THE MISSISSIPPI . — N . 20 . =^lVVARRENTOVVN NEW C/VRTrtAtli- ^=/BlG CLACK 1. HAKO IIMES Lloyd's steamboat disasters. 117 EXPLOSION OF THE ENTERPRISE, ON THE RIO GRANDE. On the 21st day of August, 1846, the Enterprise was about casting off from a landing-place on the river, forty-five miles above Renoza, •where she had been moored during the night ; and scarcely had the paddle-wheels made three revolutions, when the boiler exploded, making a fearful havoc among the passengers (U. S. volunteers) and crew, who numbered altogether about one hundred and fifty persons. The hull, and those parts of the boat adjacent to the stern, were but little damaged, but the forward works, with everything in the neighborhood of the boilers, were torn to pieces or blown overboard. There were sixteen men sleeping between the chimneys, all of whom experienced, more or less, the sad effects of the accident. Many were shot into the air, and falling into the water, were drowned, being too much disabled to swim, or to make any other effort for their own preservation. Others fell on different parts of the boat, and were horribly mutilated. The boilers were very much shattered, the pieces flying about in every direction, and falling in a shower of iron fragments on the deck. In such circumstances, the escape of so many of the crew and passengers from death or severe injury was almost miraculous. No satisfactory account of the cause of the disas- ter has been given, but it was conjectured that some leakage in the boilers caused a deficiency of water therein, which is a frequent cause of steamboat explosions. The Killed — Enoch Tucker, Texas ; Thomas Gaufney, N. Y. ; A. Boswell, Tenn. ; Mr. Seaps, second cook ; a passenger, name unknown. Badly Wounded — Lieutenant Bearing, of the Louisville Legion ; William A. Crook, and C. B. Crook, of Tenn. ; Capt. AVoods, William Grey, Jacob Bowringe, and Thomas Eagle, Texas ; J. C. Howard, sut- ler, of Baltimore, Md. ; Joseph Grigsby and William Hickey, sutlers of Louisville Legion ; Mr. Tabor, pilot ; Thomas Kennepee, Samuel Martin, Patrick Kelley, Frank Tallant, deck hand ; J. F. Clark, mate. Slightly Wounded — Milton Cunningham and James Wilson, Tenn. ; J. Wheeler, J. Humerick, Matthew Sampson, and Christian Coleman, Texas ; J. Downing and Mr. Adams, sutlers of Louisville Legion ; Edmund Newell, clerk ; Capt. Kelsey, of Conn. ; W. Arthines, fireman ; Henry A. Emmons, second mate ; Dr. H. S. Tudor. Patrick Kelley, one of the wounded, was maddened by his sufferings, and died in a few days after the accident. The bodies of some of the passengers who were drowned, were recovered from the water and buried some miles below Renoza. SKETCH OF CINCINNATI. Cincinnati is situated on the right bank of tho Ohio river, 490 miles W. S. W. of Pittsbu'g, 140 miles N. E. of tho Falls of Ohio, 174 miles E. of St. Louis, and 540 miles from tho mouth Df tho river. Lat. 39° 6' 30" N., long. 84° 26' W. This city is the capital of Hamilton coun'y, and is the largest city of the West, and fourth in size and imjiortanco among all tha cities of tho Union. BaiLDiNGS. — Among the most interesting public buildings, may be mentioned that edifice called tho College, on Walnut street, occupied by tho Chamber of Commerce and Young Men's Mercantile Library. It is a spacious and elegant structure with a marble front. A library of 20,000 volumes is located in this building. Tho churches and other public buildings of Cin- cinnati admit of favorable comparison with those of any other city in America. Hotels. — Cincinnati is well provided with excellent hotels, tho very best of which is the Spencer House, situated at the corner of Broadway and Front streets, and near the steamboat landing. This house is now under the management of Blessrs. Pratt & Motcalf, formerly of tho Louisville Hotel. For urbanity, wholesouled hospitality, and every other good and perfect qualitj' which can adorn the character of hotel keepers, they are patterns which we would re- commend for the imitation of all po-sons in the same line of business. Since this establish- ment has come under the control of the present proprietors, it has been thronged with visitors and it enjoys unbounded popularity and a most enviable reputation as one of the best hotels in the United States. General Business of Cincinnati. — The boot and shoo trade is in a thriving condition. One establishment in this line, viz.: that of Gideon Burton, No. 32 Pearl street, trade on a cash capital of $80,000, which enables them to purchase in the most advantageous markets and on the most favorable terms ; hence, the extreme moderation of their prices attracts avast amount of custom. In the hardware line, one of the best houses in tho Western country i.^ that of Messrs. Hunter, Coburn & Edincston, wholesale dealers in building and eoaclimakers* hardware, stoves, and every other article in their line. They are admirable business men, and have the best facilities for supplying Western merchants. Their warehouse is on Walnut st., between Third and Fourth st. Tho largest marble manufactory of tho West is that of Mr. Charles Rule, corner of Fifth street and Broadw.iy. Mr Rule furnishes tho marble for tho courthouse, Cincinnati; also, for that splendid building, the State House at Columbus. Some epecimens of his workmanship which we have seen, surpass everything of the kind which has come under our notice in any part of the Union. Tho business transacted at this establish- ment averages $150,000 per annum. In this connection, the iron foundry and boiler manufac- tory of Messrs. Washington McLean & Co., deserves special notice. This is a colossal manu- factory of heavy machinery, boilers, &c , &c, Messrs. John H. Schroder & Co. do an exten- sive business in locks of superior construction. Mr. Schroder is the inventor of tho Improved Duplex Combination Bank Lock. This firm likewise has the agency for Bacon's Improved Burglar Proof Bank Lock. They arc artists of tho first class in their line. Their establish- ment is on Third street, between Slain and Walnut streets. Ilcnry Falls, Fourth street, be- tween Vine and Walnut streets, operates extensively in the wholesale carpet business. For tho extent of his transactions of business, he has no competitor in Cincinnati. The best and largest establishment for tho sale of fancy and toilet articles in tho Queen City, is that of Mr. John T. Toland, No. 38 W. Front street. Being a cash dealer, Mr. Toland is enabled to sell at eastern prices. The commerce of Cincinnati has increased three hundred per cent, within the last two years. A few years ago, country merchants were accustomed to pass by the Queen City, en roxile for Now York, to obtain their supplies ; but, at the present time, Cincinnati supplies tho entire (119) 120 - LLOYD'S STEAMBOAT DISASTERS. South and West with all kinds of merchandise. The exports of the city amount to $79,000,. 000 per annum. Among the most prominent of the wholesale business houses, is that of Mr. S. M. Barrett, who is the pioneer of his branch of trade in the West. Mr. Barrett is the largest and most extensive manufacturer and dealer in wood and willow ware, such as pails, tubs, churns, measures, matches, mats, wrapping paper, cordage, brooms, brushes, wagon spoke?, plough handles, &c., Ac, all of which are of Western manufacture, and his esportationa amount annually to $200,000. Mr. Barrett is connected with the Ohio Zinc Washboard Fac- tory, the Brookville Cotton Manufactory, the Kentucky Hub, Spoke and Wheel Factory, Bart- lett & Williams Oak Basket Factory, Peebles & Brothers Candle and Oil Manufactory, and a number of other large manufacturing establishments, by which he is kept constantly supplied with a full assortment of merchandise. Mr. Barrett's office and warehouse are at the corner of Front and Washington streets. The traffic in queensware is now an importajit branch of our importing trade- The first large importing house, for this trade. West of the mountains, was opened by Wm. S- Sampson in 1829, at No. 92 Main street, and this building has been occupied as a wholesale and retail china, glass, and queensware establishment up to the present time. It is r.ow occupied by Mr. William Anderson, under whose guidance we are sure it will always retain its well-earn- ed reputation as the largest and most complete establishment of the kind in the Western coun- try. FiKE PROOF SAFES. — One of the largest manufacturing establishments is that of Mr. C. Urban, who is the oldest safe manufacturer in the "Queen City," having commenced more than twelve years ago ; he has by diligence and care succeeded in producing the best safe in America. This safe has stood the greatest test to which a safe has ever been subjected, and has come out triumphantly. Mr. Urban employs constantly one hundred men, and turns out npwpjds of sixty safes per month. Urban's safes are shipped to all parts of the world; every- body doing business should have one of these "Fire Proof and Burglar Safes," they are the best safes in our opinion in the world — having known them to save thousands of dollars in the most intense fires. This establishment is situated on the corner of Columbia and Vine streets. Groceries. — Messrs. B. P. Baker & Co. are very extensive dealers in all kinds of Gro- ceries. Their store is on the corner of Walnut and Columbia streets. Stove and iron foundry. — Messrs. G. W. Ball & Co. are the largest dealers in the Queen City ; they ship more stoves to the far West than all the other stove manufactories together. Their warehouses are on Main st., Nos. 34 & 36, near Front. Boots and shoes, hats and caps. — Messrs. M. E. Reeves & Co., No. 121 Walnut street, are very extensive dealers, their success is owing to the fact that they sell at eastern prices. Flint glass manufactory. — The largest establishment in the United States for the manu- factory of every variety of flint glass, apothecaries' furniture, and chemical apparatus, is that of Messrs. Gray, Hemingray & Co. Their sales room is Main street near Front; their manufac- tory is in Covington, Ky. 'Xnere are seven or eight houses in Cincinnati, each of which carries on business to the amount of half a million of dollars per annum. One of the largest manufacturing establish- ments in this city is that of the "Cincinnati Furniture Company," under the immediate super- intendence of H. C. Howard, Esq., whose mechanical skill is not surpassed by that of any other man in the United States, and whose energy, perseverance and talents for business eminently qualify him to be at the head of a flourishing establishment like this. The members of this company are all ^racfica? wiec^aHtcs, consequently they are able, and actually do, turn out better work at cheaper rates than any similar establishment in any section of the country. As every one connected with this great manufactory has a personal interest in the reputation and success of the business, all are concerned in producing superior workmanship. This manu- factory supplies almost the whole of the South and West with every description of furniture, and the business is rapidly increasing. The office and warerooms are No's. 51 and 53 Vine street, below second street. Another expansive business house in Cincinnati, is that of Mr. Abia Zellar, wholesale druggist. No. 41 Walnut street, West side, between Columbia and Front street. Having a large capital invested in this business, Mr. Zellar buys for cash, pure and unadulterated drugs, and can therefore offer greater inducements to the trade than any similar establishment in Cincinnati. Population of Cincinnati, 210,000. Lloyd's steamboat disasters. 121 BURNING OF THE ERIE. This magnificent steamer, Capt. Titus, commander, was destroyed bj fire, on Lake Eric, on the IGth day of August, 1841, by which calamity more than one hundred and seventy-five persons lost their lives. The following account is given of the origin of this disaster. Among the passengers on board were six painters, who were going to Erie, to paint the steamboat Madison. They had with them several large demijohns filled with spirits of turpentine and varnish, which, unknown to Capt. Titus, they had placed on the boiler-deck, directly over the boilers. One of the firemen who survived the accident, asserts that he discovered the dangerous position of these demijohns, a short time after the boat left the wharf, and removed them to a safer locality ; but some person must have replaced them, without being aware of the inflammable nature of the contents. Immediately before the fire broke out, a slight explosion was heard ; the sound is said to have resembled that which is made by a single puff of a high-pressure steam- engine. The supposition is that one of the demijohns bursted, in con- sequence of its exposure to the heat. The liquid poured out on the boiler-deck instantly took fire, and within a few minutes all that part of the boat was in flames. The steamer had recently been painted and varnished, and owing to this circumstance, the whole of the wood- work was very soon in a blaze. There were two hundred persons on board the Erie, and of that number only twenty-seven were saved. Mr. Mann, of Pittsford, N. Y., who was one of the passengers, gives the following narrative, which comprises a history of this memo- rable and most horrifying event. Mr. Mann was walking on the promenade deck, in company with a young lady. Miss Sherman, and had just reached the point above the boiler-deck where the demijohns were placed, when the singular sound spoken of above arrested his attention. This report was followed by the ascent of a volumo of black smoke, which, as Mr. Mann describes it, " resembled a cloud of coal dust." "Without any apprehension of danger, he stopped for a few moments — when the smoke subsided, and was instantly succeeded by a red, lurid flame, Avhich spread with fearful rapidity, and soon enveloped every thing combustible that was within its reach, cracking the sky-li'^hts with intense heat, and filling up the space between decks witli wliat ap- peared to be a dense red flame. While Mr. Mann was looking around for some means of escape, the young lady rushed from him and disap- peared ; but in a short time she returned, calling on her father, who, 122 Lloyd's steamboat disasters being indisposed, had retired a few minutes before to his berth. Frantic with alarm for her parent's safety, she was again about to rush below, where certain destruction would have met her, when Mr. Mann detained her almost by force, promising to render all possible assistance to her father as soon as he had provided for her own security. A prospect of deliverance now presented itself. Mr. Mann saw a passen- ger force up a board which formed a part of the seats that surrounded the promenade deck, and throwing it overboard he leaped after it, and was enabled by grasping the plank to keep himself afloat. Mr. Mann followed this person's example, and succeeded in detaching another board, which he hoped to make the means of preserving the life of the affrighted girl who clung to his arm. But new difficulties presented themselves ; no persuasions could induce Miss Sherman to descend to the water. In these embarrassing circumstances, he placed one end of the board over the railing at the stern ; Miss Sherman was seated on the projecting extremity, and Mr. Mann earnestly entreated some men who were clustered around the rudder post, to assist him in lowering the plank and the young lady to the water, but no attention was paid to his entreaties. Miss Sherman in the meanwhile, being made dizzy by her fearful position, fell from the plank, sunk in the river, and was seen no more. BURNING OP THD BRIE, Having failed in his noble attempt to save this young lady, Mr. Mann now began to make some effort for his own preservation. Glancing around him, he saw Capt. Titus endeavoring to reach the ladies' cabin, and heard him give the order to stop the engine. It was a moment of overwhelming terror. From bulk-head to rudder, the flames were raging with an impetuosity which seemed to mock at all Lloyd's steamboat disasters. 123 hope of deliverance. The shrieks of many human beings expiring in fiery torment within the vessel, and the cries for assistance of m-^ny others who wore struggling in the water, almost deprived the listener of sense and reflection. The engine seemed to work with a double power, as if it were maddened by the appaling character of the scene. The flames, as they rushed aft, sounded like the roaring of a hurricane, threatening every moment to engulf the boat and every affrighted soul on board. Forward of the wheel-house several persons were struggling to wrench partially loosened timber from the vessel, for the purpose of sustaining themselves in the water. Below and in rear of the ladies' cabin, some thirty or forty people were clustered, each frantically endeavoring to descend by the rudder chains for safety. In this, some had partly succeeded, but were forced off by others struggling for the same object. Several persons were hanging from the sides of the boat, husbands vainly endeavoring to sustain their wives in that position, and mothers their children. But not one of all the females whom Mr. Mann saw gathered there, and not one of the children, was saved. Wives, mothers, helpless infants, all sunk " with bubbling groan" into the deep tomb of waters. After making this survey, and abandoning every other hope of escape, Mr. ]Mann, who still grasped the board from which the unfortunate young lady had fallen, threw it into the lake, and immediately followed it. He sunk for a moment, but arose to the surface, fortunately by the side of the plank, to which he now clung with desperate energy, as his last resource. He had companions in the terrible struggle for life, but they were few ; the greater number had already yielded to the mighty con- queror. Here was one buffeting the waves, unsustained by any thing but his own strength, but that was doubled by the energy of a last hope. There was another shrieking for aid, in a voice which became fainter every moment, and was interrupted by a gurgling sound which foretold a speedy termination of the struggle. From another direction came the voice of supplication, the last prayer of a dying man, not for deliverance from earthly peril, (for all hope of that had been aban- doned,) but for pardon for himself and protection for a Avife and chil- dren far distant. Then was heard the shriek of the mother, bewailing the child. which she had vainly endeavoured to withhold from the dis- tended jaws of death. Turning his agonized gaze to the deck above him, Mr. Mann saw many passengers, one after another, throw them- selves into the Avater ; the greater number, after a few feeble efforts to save themselves from the fate which threatened them, disappeared with wild exclamations of terror and despair. 124 LLOYD'S STEAMBOAT DISASTERS. When Mr. Mann left the deck of the burning steamer, she was driving ahead with a rapid motion ; but having left him on his plank about two miles astern, she suddenly veered around, and again ap- proached him ; so near did she come, indeed, that he was in danger of being engulfed, but contrived, with some difficulty, to get out of her way. As the boat passed him, he saw five or six persons hanging to the anchor, and about as many more holding on to the pole which sup- ported the liberty cap at the bow. All of them appeared to be suffer- ing greatly from the heat. Near the bulkhead, a person stood almost surrounded by fire ; he held in his hand a piece of white cloth, with which he appeared to be bathing his face, which must have been severely scorched. When he saw Mr Mann, he begged him, for God's sake, to allow him to get on the plank, as he could not swim, and therefore dare not leap into the water. Mr. Mann replied that the plank would not support two persons, but the suppliant made such pit- eous entreaties, that Mr. Mann was about to yield, when a heavy swell bore the blazing wreck to a distance, and carried the unhappy sufferer beyond the reach of all human aid. When Mr. Mann had been in the water about two hours, he was taken up by the steamboat De Witt Clinton, which rescued several others of the drowning passengers. Among others who embarked at Buffalo in this ill-fated boat, were two brothers, Charles J. Lynde and Walter Lynde, sons of the Hon. Tully Lynde, of Homer, Cortland Co., N. Y. These brothers resided at Chicago, and were returning from a visit to their parents. The wife of one of these young gentlemen, a lady of superior intellect, was the only female passenger saved. She conducted herself throughout the whole trying scene with exemplary fortitude and intrepidity. Her husband had provided two life preservers, one for her and one for him- self. As soon as it became evident that the boat could not be saved, Mrs. Lynde fastened her life-preserver around her waist, and fearlessly committed herself to the water, expecting that her husband would follow immediately. But in this she was disappointed ; her anxious gaze searched in vain among the floating objects on the water, for the dearest object of her affection. Yet, although she saw him not, she had no fears for his safety, as she had seen him put on his life-preserver before she left the boat. He was much excited at the time, and she exhorted him to be more calm and self-possessed. When the De Witt Clinton had taken up all the persons that could be found floating on the water, and Mrs. Lynde among the rest, she eagerly sought her hus- band among those who had been rescued. He was not there ; but she Lloyd's steamboat disasters. 125 saw the life-preserver, which she knew to be his, in the possession of a German, who was one of the deck passengers. The man declared that he had found it in the water, and made it instrumental in saving his own life. It was believed by some persons that the German, in order to save himself, had wrenched the preserver from Mr. Ljnde ; but the more charitable supposition is, that Mr. Lynde, in his excitement and agitation, had failed to fasten it securely to his person, so that it came oflf at the moment he leaped into the water. There was a musical band, consisting of ten persons, on board the Erie, all of whom, except two, perished in the conflagration, or in the water. The following list of the killed, wounded and missing is the most complete that could be obtained. Killed. — W. M. Camp, Ilarrisburg, Pa. ; Willet "Weeks, Brooklyn, N. Y. ; John C. Pool, New York city ; E. S. Cobb, Ann Arbor, Mich. ; Otto Fox, wife and three children, N. Y. ; Lloyd Gelston, of Erie, clerk; Mr. Joles, steward; Mrs. Giles Williams, Chicago; Charles J. Lynde, Milwaukie ; Watts S. Lynde, Homer, N. Y. ; Mrs. William H. Smith and child, Schenectady, N. Y. ; A. Scars, Philip Barker, Henry Weaver, William Thomas, John Evarts and Peter Fin- ney, painters, of Buffalo ; (these six persons last named brought the fatal demijohns on board, and are supposed to have placed them in their unsafe position ; all six paid with their lives the penalty of their indiscretion ;) Miss A. Miller, of Buffalo ; (the brother of this young lady, Mr. AV. G. Miller, was the master painter who employed the six journeymen named above, and sent them to paint the steamer Madison, as mentioned in the preceding narrative ;) J. D. Woodward, N. Y. ; W^illiam Gisfin, Miss. ; D. S. Sloan, Geneva ; F. Stowe, Canada ; William Sacket, Mich. ; Mrs. Spencer and two children, Mrs. Dow, Mrs. and Miss Robinson, and Miss King, Balston Spa., N. Y. ; Mr. Moore, lady and two children, moving to Mich. ; lloome Button, Fort Plain; Orin Green, Rushville, Yates co., N. Y. ; Charles S. Mather, Mount Clemens, Mich. ; Mr. Miltmore, dentist, and wife, of Chicago ; Von Ockerman, a German, tinsmith, Buffalo ; Mr. Sherman and daughter, and John Harrington, Harrisburg, Erie Co. N., Y. ; Luther Tuller, wheelsman ; Frederick Parmalec, bar-keeper ; William Cheats, William Winters, and James Reed, colored waiters ; Robert Smith, first cook; Henry Vosburg, second cook; David Mills, third cook; Israel Vosburg and William Sparks, colored porters ; Dr. Hackett, Thompsonian physician, of Lockport, N. Y. The following names are those of Swiss emigrants, who were either burned to death or drowned : — 126 LLOYD'S STEAMBOAT DISASTERS. Z. Zuggler and family, six persons ; John Hang, wife and child; Mar- tin Zulgen and wife ; George Rettenger, wife and child ; George Chris- tian and family, five persons ; George Neigold and family, eight per- sons ; M. Reibokl, Avife and child ; George Steinman and wife ; Peter Kling and sister ; L. Gillig, wife and child ; Peter Schmidt ; John Netzel ; Peter Schneider and family, five persons ; J. Newminger and family, four persons ; S. Schapler, Avife and three children ; R. Tilling and Vt'ife ; C. Obens ; J. Ivorter ; C. Durbur ; M. Lithold, wife, sister- in-law and two children ; C. Deiteherich and wife ; C. Wilbur, wife and four children ; C. Palmer, wife and three children ; J. Garghum, wife and three children ; G. Mulliman, wife and two children ; C. Kel- lenman ; C. Mintch, and his companion, name unknown. Wounded. — Jerome McBride, wheelsman, badly burned ; three Swiss passengers, much injured ; Capt. Titus, master of the Erie ; Mr. Rice, of Buffalo, badly burned. Among those who perished were a number of infants, not included in the preceding list, as no charge was made for their passage, and they were therefore not mentioned on the boat's books. COLLISION OF THE STEAMBOAT MOXJIOUTII AND THE SHIP TREMONT. With strict propriety of language, we might call the awful catas- trophe about to be particularized, a massacre, a wholesale assassina- tion, or anything else but an accident. In some instances, and this is one of them, a reckless disregard of human life, when it leads to a fatal result, can claim no distinction, on any correct principle of law or justice, from wilful and premeditated murder. The steamer ^lonmouth left New Orleans, October 23d, 1837, for Arkansas river, having been chartered by the U. S. government to con- vey about seven hundred Indians, a portion of the emigrant Creek tribe, to the region which had been selected for their future abode. On the night of the 30th, the Monmouth, on her upward trip, had reached that point of the Mississippi called Prophet Island Bend, where she encoun- tered the ship Trcmont, which the steamer Warren was then towing down the river. Owing partly to the dense obscurity of the night, but much more to the mismanagement of the officers of the Monmouth, a collision took -place between that vessel and the Tremont, and such was the violence of the concussion, that the Monmouth immediately sunk. The unhappy red men, with their wives and children, were precipitated into the LLOYD'S STEAMBOAT DISASTERS. 127 water ; and such was tlie confusion which prevailed at the time, such was the number of the drowning people, who probably clung to each other in their struggles for life, that, notwithstanding the Indians, men, women and children, are generally expert swimmers, more than half of the unfortunate Creeks perished. The captains and crews of the steamers Warren and Yazoo, by dint of great exertion, succeeded in saving about three hundred of the poor Indians, the remaining four hundred had become accusing spirits before the tribunal of a just God, Avherc they, whose criminal negligence Avas the cause of this calamity, will certainly be held accountable. The cabin of the Monmouth parted from the hull, and drifted some distance down the stream, when it broke in two parts, and emptied its living contents into the river. The stem of the ship came in contact with the side of the steamer, therefore the former received but little damage, while the latter was broken up, to that degree that the hull, as previously stated, almost instantly went to the bottom. The ship merely lost her cut-water. The mishap, as we have hinted before, may be ascribed to the mis- management of the officers of the Monmouth. This boat was running in a part of the river where, by the usages of the river and the rules adopted for the better regulation of steam navigation on the Missis- sippi, she had no right to go, and where, of course, the descending vessels did not expect to meet with any boat coming in an opposite direction. The only persons attached to the Monmouth who lost their lives, were the bar-keeper and a fireman. It is not without some feeling of indignation, that we mention the circumstance that the drowning of four hundred Indians, the largest number of human beings ever sacrificed in a steamboat disaster, attracted but little attention, (comparatively speaking,) in any part of the country. Even the journalists and news-collectors of that region, on the waters of which this horrible affair took place, appear to have regarded the event as of too little importance to deserve any particular detail ; and accordingly the best accounts we have of the matter mere- ly state the outlines of the story, with scarcely a word of commisera- tion for the sufferers, or a single expression of rebuke for the heartless villains who wantonly exposed the lives of so many artless and con- fiding people to imminent peril, or almost certain destruction. (128) THE OLDEST STEAMBOAT COMPANY IN EXISTENCE. The United States' mail line between Cincinnati, Louisville, ami St. Louis, is the oMest steamboat line on the Western waters. This company own some of the finest and fleetest boats in the world. The corapanj' was organized in ISIS, and have continued together ever since, adding finer and better boats to the line every year. In 1S18 this company built the steamer "Gen. Pike," which was the first boat ever constructed exclusiveli/ for passengers. She run between Louisville and Cincinnati, making her trips in one day and sra-en hours, a feat which is now performed in nine or ten hours by this company's boats. The Gen. Pike was first commanded by Capt. Bliss; afterwards by Capt. Penewitt and Capt. John M. Rowan. In the clerk's office of this pioneer boat was Jacob Strader, Esq., now president of the Little Miami Rail Road Company, and lately president of the Commercial Bank, Cincinnati. She was a very prosperous boat and did an immense business. In a few years afterwards the trade between Louisville and Cincinnati so rapidly increased that it became necessar)' for the com- pany to build larger and better boats, and then commenced the long list of steamers. Gen. Pikes, Pikes, and Ben. Franklins, the names of which at the present time are a? familiar to the Western public as household words. In 1S47 the wants of the travelling public demanded a daily lino from Cincinnati to St. Louis, and this enterprising company immediately built ten largo and elegant steamers and placed them in that trade, and the line has been in opera- tion ever since with marked success. Before this line of fleet steamers went into operation, the time between the two ports was seldom made in less than four or five days. Now the time is made from the Falls of Ohio to St. Louis in from thirty-nine to forty-four hours, almost rivalling the iron horse in speed, and far surpassing it in accommodations. The company frequently add finer and larger boats to their lines, as may become necessary to the welfare and safety of the public. Possessing almost unlimited capital, they have recently constructed two of the fleetest and most gorgeousl}' furnished boats now afloat, viz : the low-pressure steamer Jacob Strader and Telegraph No. 3; costing, in the aggre- gate, nearly four hundred thousand dollars. The cabins of the boats rival in grandeur the finest palaces, while their speed is equal to eighteen miles per hour. In short, we owe to this company, in a great measure, that reputation for superior architecture and equipments) which the western steamboats have acquired ; a reputation which is conceded to them by all travellers, and which places them beyond all rivalship, either in this country or Europe. The boats named in the following list compose the present line : From Cincinnati to Louisi'illc, the low-pressure steamers Jacob Strader, Capt. Summon?, and Telegraph No. 3, Capt. Ilildreth, connecting at Louisville for St. Louis with the eleg.mt low-pressure steamers Southerner, Capt. Catterlin, Northerner, Capt. Erwin, Ben Franklin, Capt. Dollis, Moses McLellon, Capt. Barker, High Flyer, Capt. Wright, Fashion No. 2, Capt. Reed, and Alvin Adams, Capt. Boiess. This lino connects at Cincinnati, Louisville and St. Louis with the railroan. (160) SKETCH OF THE MISSISSIPPI EIYER AND ITS TRIBUTARIES. The Mississippi is the most important river in North America, and with the Missouri, its principal affluent, the longest in the world. It rises on the Hauteurs de Terre, the dividing ridgo between the Red River of the north, and the streams flowing into the (lulf of Mexico, three thousand one hundred and sixty miles from the Gulf, and sixteen hundred and eighty foet above the level of the ocean, lat. 47° N., long. 95° 54' W. A small pool, fed by the neighboring hills, discharges a little rivulet, scarcely a span in breadth, meandering over sand and pebbles ; and blending here and there with a kindred streamlet, it ripples on, forming a number of basins, until it subsides at last into Itasca Lake. From this issues a secoiid stream, giving promise of the strength of its maturity, first flowing northward through several small lakes, and then in various directions, forming Cass Lake, Lake AVinnipeg, and a number of other bodies of water. It afterwards assumes a southerly course, receives mighty rivers as tributaries, and having rolled its vast volume through more than eighteen degrees of latitude, enters the Gulf of Mexico by several mouths, lat. 29° N., long. 89° 25' W. Though above the junction not so large as the Missouri which flows into it from the north-west, twelve hun- dred and fifty three miles from the Gulf, yet having been first explored, it received the name " Mississippi," which it has since retained throughout its entire course. If we regard the Missouri as a continuation of the Mississippi above the junction, the entire length will amount to about four thousand three hundred and fifty miles. Above the conflu- ence of the two rivers, the waters of the Mississippi are remarkably clear; but after com- mingling with those of the Missouri, they become exceedingly turbid, and contain about four tenths of sedementary matter. The Missouri river, (" the Mud river,") which is the longest tributary stream in the world, has its source in the Rocky mountains, lat. 45° N., long. 110° 30' W. The springs which give rise to this turbulent river, are not more than a mile from the head waters of the Columbia, which flows westerly to the Pacific ocean. At a distance of four hundred and eleven miles from the source of the Missouri, are what are denominated the •' Gates of the Rocky mountains." For a distance of nearly six miles, the rocks here rise per- pendicularly from the water's edge to a height of one thousand two hundred feet. The river bere is about one hundred and fifty yards wide, and for the first three miles there is only one spot, and that of but a few yards in extent, on which a man could stand between the water and the perpendicular walls. At a distance of one hundred and ten miles bolow this, and two thousand five hundred and seventy-five miles above the mouth of the Missouri are the " Great Falls." Here the river descends by a succession of falls and rapids, three hundred and fifty- nine feet in sixteen and a half miles. The perpendicular falls are, the first, twenty-six feet, the second, forty-seven feet, the third, twenty feet, and the fourth, eighty-nine feet. Between and below these are continual rapids of from three to eighteen feet descent, forming the grandest riew perhaps in the world, surpassing in beauty of scenery and magnitude the falls of Niagara. The bed of the Missouri commences at the confluence of three small streams, about equal in length, and running nearly parallel to each other, called Jeflferson's Madison's, and Gallatin'8 forks. The Yellow Stone river, which is eight hundred yards wide at its mouth, is the longest tri- butary of the Missouri, and enters it from the southwest, twelve hundred and sixteen miles from its navigable source. The two rivers at their junction are about equal in size. Steamboats ascend to this point, and can ascend farther, both by the main stream and it^i aflluent. Chi- enne rirer, which is four hundred yards wide at its mouth, enters the Missouri from the south- 11 (161) 162 SKETCH OF THE MISSISSIPPI RIVER. west, thirteen hundred and ten miles from its mouth. White river, which ia three hundred yards wide at its mouth, enters the Missouri from the southwest, eleven hundred and thirty miles from its mouth. The Big Sioux river is one hundred and ten yards wide, and enters the Missouri from the northeast, eight hundred and fifty-four miles from its mouth. Platte river is six hundred yards wide, and enters the Missouri from the southwest, six hundred miles from its mouth. Kansas river is two hundred and thirty-four yards wide, and enters the Missouri from the southwest, three hundred and forty-four miles from its mouth. Grand River is one hundred and eighty-nine yards wide, and joins it from the north, two hundred and forty miles from its mouth; and Osage river, which is three hundred and ninety-eight yards wide, flows into the Missouri from the southwest, one hundred and thirty-three miles from its junction with the main stream. The Missouri river is three thousand and ninety-six miles long to its confluence with the Mississippi; add to this twelve hundred and fifty-three miles, the distance its waters must flow to reach the Gulf of Mexico, and the entire length, is four thousand three hundred and forty-nine miles. Through the greater part of its course, the Missouri is a rapid, turbid, and very dangerous stream to navigate. No serious obstacle, bo^vever, is presented to navigation from its mouth to the great falls, a distance of two thou- sand five hundred and seventy-five miles, excepting, perhaps, its shallowness during the sea- son of the greatest drought, and the innumerable snags which are firmly imbedded in the river, by which boats sometimes meet with the greatest difficulty in ascending or descending it. The flood from this river does not reach the Mississippi river, till the rise in the Red, the Arkansas, and the Ohio rivers has nearly subsided. Vast prairies, with narrow strips of allu- vium skirting the streams, compose the Missouri basin, excepting the upper portion of the river, which flows through an arid and sterile region. The entire extent of area drained by this river and its tributaries, is estimated at six hundred thousand square miles. The first five hun- dred miles of its course to the great falls is nearly north, then inflecting E, N. E., it reaches its extreme northern bend, at the junction of White Earth river, lat. 48° 20' N. After this its general course is southeast till it empties into the Mississippi river, eighteen miles above St. Louis, and twelve hundred and eighteen miles above New Orleans, lat. 38° 60' N., long. 90" 10' AV. The other principal tributaries of the Mississippi river from the northwest and west, are the St Peters, or Minnesota, which empties into it two thousand one hundred and ninety- two miles from its mouth, and the Des Moines, White. Red, and Arkansas rivers. Those emptying into it from the northeast and east, are the Wisconsin, which enters it nineteen hui^ dred and thirty-four miles from its mouth; the Illinois river flows into it five hundred and sis miles below, and the Ohio joins it, one thousand and fifty-three miles from the Gulf of Mexico. * The Arkansas river, next to the Missouri, is the largest aSluent of the Mis- sissippi; it rises in the Rocky Mountains near the boundary between Utah and the Indian Territory, and pursues an easterly course several hundred miles. Near the ninety-eighth de- gree of west longitude, it turns and flows south-eastward, to Fort Smith, on the western boun- dary of Arkansas; continuing in the same general direction, it traverses that state, dividing it into two nearly equal portions, and empties itself into the Mississippi at Helena, four hundred miles below the mouth of the Ohio, and six hundred miles above Now Orleans, in lat. 33° 54' N., long. 91° 10' W, Its whole length exceeds two thousand miles. The current is not ob- structed by falls or rapids, and is navigable by steamboats, during about nine months of the year, for a distance of eight hundred miles from its mouth. The din'erence between high and low water in this river is about twenty-eight feet; it is from throe-eighths to half a mile wide throughout the last six hundred miles of its course. White River is the next largest tribut;iry of the Mississippi; it is formed by three small branches which rise among the Ozark Moun- tains, and unite a few miles east of Faj'etteville, Arkansas ; it flows first north-easterly into Missouri, and after making a circuit of one hundred and ten miles, returns into Arkansas, and pursues a south-ciisterly course to the mouth of Black River, which is its largest alfluent from this point; its direction is nearly southward until it enters the Mississippi, fifteen miles above the mouth of the Arkansas. The whole length of White river exceeds eight hundred miles, and is navigable by steamboats, in all stages of water, to the mouth of Black river, three hundred and fifty miles above its mouth ; and during a largo portion of the year they can run to Bates- SKETCH OF THE MISSISSIPPI RIVEK. 1G3 ville, about fifty miles higher. In very high water, boats have gone several huntlroJ miles further up into Missouri. The navigation is not obstrueted by ice in the winter. Below Batcsville the channel is about four feet deep liiroughout the year, and is one of tlie most de- lightful and placid streams in the world. Red River is the southernmost of the great tributaries of the Missis.«ippi. It rises in two branches, called the North and South Forks, whieli unite near lat. 3-t° ?>0' N., and long. 100° V,'. The principal or southern branch has its source in lat. 34° 42' N., long. 10.3° 7' 10" W., in New Mexico, just beyond the west boundary of Texas ; and the North fork in lat. .35° 35' S" N., long. 101° 5o' W., within a degree of the north boundary of Texa.«. After the junction of the two forks, the stream varies but little from a due ea.«t course till it reaches Fulton, in Arkansas, where it turns to the south, and pursues that direction, with a slight inclination to the east, till near Natchitoches, from whence it runs a little south of cast. The main or southern branch has its sources in deep and narrow fissures in the north-east part of the Llano Estacado, an elevated and barren plain, at an altitude of two thousand four hundred and sixty-one feet above the level of the sea. For the first sixty miles the escarpments rise from five hundred to eight hundred feet, so directly from the water's edge, that, in many instance.", a skiff must take the channel of the stream to proceed. After leaving the Llano Estacado the river flows through an arid prairie country, almost entirely destitute of trees, over abroad bed of light shift- ing sands, for a distance of five hundred miles, following its sinuositcs. It then enters a country covered with gigantic forest trees, grown upon a soil of the most pre-eminent fertility. Here the borders contract, and the water, for a considerable portion of the year, washes both banks, carrying the loose alluvium from one .'•ide and depositing it on the other, in such a manner as to produce constant changes in the channel, and to render navigation difficult. This character continues throughout the remainder of its course to the Delta of the Mississippi ; and in this section it is subject to heavy inundations, whi'h often flood the bottoms to such a degree as to destro}' the crops, and occa.'ionally, on subsiding, leaving a deposit of white sand, and rendering the soil barren and worthless. The entire length of Red River, including the South Fork, is estimated at two thousand one hun i!y;> Yanceburgli BruBh Cr. Is. Jlanchcste r'^ f ^^ — — ^ Lloyd's steamboat disasters. 205 Harrison stopped at Connaut, about a mile and a half distant from the ■wreck, and her captain was there informed by the clcj^ of the Chesa- peake, who, with several other persons had reached the shore in a small boat, that his assistance was needed. The Harrison immediately started for the place, and rescued all who were still alive on the float- ing deck. The persons named below are known to have been drowned : Mrs. Houk, Waterton, N. Y. ; G. Van Doren, Sandusky ; E. Cone, Belle Air, Ohio ; S. York, Tiffin, Ohio ; R. Sutherland, chief engineer ; Orson "Ware, second porter ; 11. McNabb, deck-hand. Besides these, many passengers whose names were unregistered, were undoubtedly lost. The clerk's books, and about ^8000 in specie, sunk with the hull, and were never recovered. During that awful half hour which preceded the sinking of the Chesa- peake, the state of affairs on board was almost too horrible for descrip- tion. The night was exceedingly dark ; a high wind was blowing from the shore, precluding all hope of reaching land on floats ; the boat was fast sinking, and death to all on board seemed inevitable. The cap- tain preserved all his serenity, and advised the passengers that their only chance of safety consisted in remaining on the wreck. He as- sisted his wife and another lady to climb the mast, and fixed them on the cross-trees. Mr. Lytle, the steward of the boat, was very active and self-possessed, helping such as needed help, and often exposed his life to imminent peril in order to preserve the lives of others. At length the bow began to fall, and the cry was heard, " She is going !" One loud, long, and unearthly shriek arose simultaneously from the despairing multitude ; a shriek which the survivors say is still ringing in their ears, and such a shriek as they hope never to hear again. Many had betaken themselves to floating articles, set- tees, cabin-doors, planks, tables, &c. One man was seen to turn under his plank, where he remained, his fingers only visible, holding on with the grasp of death. A gentleman and his wife were seen on a float, sometimes sinking, and then rising again to the surface. The hidy, not having presence of mind enough to guard against inhaling the water, soon became strangled and exhausted, and died beside her hus- band, who held out some time longer, but finally sunk into the same watery grave which had received his wife. " They loved in life, and in death they were not divided." The most touching case was that of Daniel Folsom, his wife, and child. When the engine ceased to work, the yawl-boat was manned and sent ashore in charge of Mr. Sheppard, the clerk. Ten men MAP OF THE OHIO , — N . 10 . g Augusta Fourier TownI{?j ■BulIpkinCti Eural ■' RockBpring Landing Lloyd's steamboat disasters. 207 ■^ere put on board, and four ladies, among whom was Mrs. Folsom. She at first refused to go without her husband. lie knew it Avas not the time to debate such a question, and instantly resorted to the only argument which could prevail, by taking the child and putting it in the boat. She then followed, and the husband took an aflectionato leave of her at the gang-way. All of this family were saved. BURNL\G OF THE ORLINE ST. JOIIX. The steamboat Orline St. John left Mobile for Montgomery, Ala., on Monday evening, March 2d, 1850. On the fourth of the same month, when within four miles of her place of destination, she was discovered to be on fire on the larboard side, near the boilers. In less than three minutes from the time at which the first alarm was given, the whole cabin was enveloped in a sheet of flame. There were about one hun- dred and twenty human beings on board, and it is reported that not more than fifty of that number survived the destruction of the boat. As soon as the fire was discovered, the pilot steered for the shore, which the steamer fortunately reached before the tiller-ropes were severed by the flames. The boat was run ashore in a dense cane-brake on which her bow and waist rested, while the stern projected into the river. A few persons who happened to be on the forward part of the boat were landed without any difficulty, but the greater number of passengers ran aft, with the hope of getting into the yawl. But the deck passengers and a part of the crew had got possession of this small boat, and had already left the steamer. More than one hundred people were now collected at the stern, which, as mentioned above, projected into the deep water, which efi'ectually cut ofi" all means of es- cape in that quarter ; and to go forward was now impossible, as the whole of the middle of the boat was completely wrapped in flame. To make the situation of these people still more critical, the cabin threat- ened to fall on them. " As the flames spread aft, (says an eye-witness,) the scene was indeed terrible. The ladies and children had gathered in the extreme after-part of the boat, and their screams for help can never be erased from my memory." If the yawl had been brought back, all might have been saved ; but the deck hands who had taken possession of it, ran it ashore in the cane-brake ; and before the captain and second mate could bring it back, all who remained on the steamer, without a single exception, MAP OP THE OHIO . — N . 11 Es\ Foster's Landing Ji!.~, Jamestown Columbia'^' LLOYDS STEAMBOAT DISASTERS 209 were drowned or burned to death. Every woman and child who had been in the boat was lost ; the only persons saved were those few who escaped over the bow when the boat struck, and the five or six deck hands who ran off with the yawl. There were a number of returned California gold diggers on board ; such of them as saved their lives lost BUHKING or TBK R L I MI ST. JOHN. all the produce of their toils. No property of any kind was saved, ex- cept a trunk belonging to Col. Preston, which his servant threw over the bow into the cane-brake. List of Killed. — Mrs. Hall and daughter, Augusta, Ga. ; Mrs. and Miss Vanhorn, and Mrs. Cain, S. C. ; Thomas Stevens, printer, Camden, S. C. ; Judge Tindslay, Hugh Hughes, second mate, and Peter Upson, steward, and wife, Mobile, Ala. ; the second cook, colored, two white deck hands, eight colored firemen and slaves of pas- sengers, and ten or twelve cabin passengers, names unknown. Edward Maul, second clerk of the steamer Farmer, and a returned Californian, were severely burned. Purser Price, of the United States Navy, from California, lost two hundred and fifty thousand dollars in gold belonging to government. Mr. Noland, a Californian, lost ten thousand dollars, and several others from the gold region lost all they had. The boat, cargo, and baggage Avere entirely destroyed. There was an insurance on the steamer for twenty thousand dollars. 14 MAP OF THE OHIO.— NO. 12. >Newport AcV^ng Home City North Bend -R ;?. Covington LLOYD'S STEAMBOAT DISASTERS. 211 EXPLOSION OF THE ANTHONY WAYNE. The Anthony "Wayne was an old steamer belonging to the regular line of Buffalo and Sandusky packets. On Sunday morning, at half- past one o'clock, April 28, 1850, while making one of heir usual trips, this boat exploded, on Lake Erie, opposite the mouth of Vermillion river, and eight miles from the shore. Within twenty minutes after the explosion, the steamer sunk, the hull parting from the hurricane deck, and leaving the latter afloat on the lake. The surviving passen- gers and crew remained on this fragment of the wreck until daylight, when the schooner Elmira, Capt. Nugent, came up and took them off, together with the wounded, and all the dead bodies which could be re- covered. There were eighty-four persons on the Anthony Wayne, about half of whom were saved alive, though some of these were badly wounded. List of Killed. — Myron Tytus, of Dayton, Ohio ; M. Hart, Per- rysville, Ohio ; wife and child of John Ellis, Mount Hope, Mich. ; J. W. Doty, Warsaw, 111. ; J. J. Elmore, and J. Burchard, engineers ; Henry Sturges, steward. Mount Clemens, Mich. ; G. Franklin, fire- man, of Detroit ; A. J. Meade, bar-keeper ; Wiley Robinson, John Williamson, and Henry Kelly, cooks ; two waiters, colored ; Alexander Cartwright, deck-hand ; John Brainard, and James O'Neil, firemen ; Whitney Parsons, porter ; Henry Blane, deck-hand ; John Falkner ; Henry McDonough, and several others, names unknown. Dangerously Wounded. — J. H. Josler, Crittenden County, Vt. ; Robert Shay, Dayton, Ohio ; John Terry, Louisville, Ky. ; C. G. Law- rence, Angelica, N. Y. ; A. W. Gray, Stillwater, N. Y. ; a son of Mr. Ellis, Mount Hope, ]\Iich. Slightly Wounded. — John Beadley, Cleveland, Ohio ; Matthew Faulkner, Sheflield, Mass. The case of Mr. Archer Brackney, one of the passengers, is mourn- fully interesting. He was on his way from Lafayette, La., to Phila- delphia, with the remains of his wife and child, recently deceased. Both the corpses were enclosed in one box. When the explosion took place, he succeeded in dragging his two living children from their berths, and with them plunged into the water. Finding himself un- able to support the two children on the surface, he looked around for some piece of the wreck which might be useful in preserving their lives. MAP OP THE OHIO.— NO. 13 Lawrenceburgf{ ^gf Big Bone Bar Lloyd's steamboat disasters. 213 A floating object attracted his attention ; it was the box which con- tained the bodies of his wife and chikl. On this he placed his little boy and girl, and endeavored to keep the box in an upright position, but the surges caused it to pitch and roll in such a manner, that his son, in spite of all his efforts, was washed off and drowned. He now turned all his attention to the preservation of the other child, and finally suc- ceeded in gaining the floating part of the wreck with his little daughter, and both were saved. EXPLOSION OF THE CLIPPER. This explosion, of which a very vague account has been preserved, took place on Wednesday, September 19th, 1843, at about a quarter past twelve o'clock, M. One of the passengers, who lived to relate the story, and who appears to have powers of description peculiar to him- self,' states that the Clipper " blew up with a report that shook earth, air, and heaven, as though the walls of the world were tumbling to pieces about our ears. All the boilers bursted simultaneously ; vast fragments of the machinery, huge beams of timber, articles of furniture, and human bodies, were shot up perpendicularly, as it seemed, hundreds of fathoms in the air, and fell like the jets of a fountain in various directions ; some dropping on the neighboring shore, some on the roofs of the houses, some into the river, and some on the deck of the boat. Some large fragments of the boilers, &c., were blown at least two hun- dred and fifty yards from the scene of destruction. The hapless vic- tims were scalded, crushed, torn, mangled, and scattered in every possible direction ; some were thrown into the streets of the neighbor- ing town, (Bayou Sara,) some on the other side of the bayou, three hundred yards distant, and some into the river. Several of these un- fortunates were torn in pieces by coming in contact with pickets or posts, and I myself, (says the same credible witness,) saw pieces of human bodies which had been shot like cannon balls through the solid walls of houses at a considerable distance from the boat." Every object in front of the wheel-house was swept away as if by a whirlwind. A gentleman who visited the place where the killed and wounded had been deposited, at Bayou Sara, says, " The scene was such as we never hope to look upon again. The floors of the two large ware-rooms were literally strewn with the wounded and dying, and others were pouring in as fast as it was possible to convey them to the spot. The sufferers were praying, groaning, and writhing in every con- tortion of physical agony. MAP THE OHIO . — N . XiOg LiV ^^Ghent d *^ o < LLOYD'S STEAITBOAT DISASTERS. 215 Killed. — Mr. Berry, chief clerk ; second clerk, name not mentioned ; William Sumpter, second engineer ; (he was thrown more than one hundred and fifty yards, through the roof and gable end of a house, into the back yard against a fence ; his body being completely dis- membered, and crushed out of all resemblance to the human form ;) William Nelson, third engineer.; Arnault J. Laraud, pilot; William Wall, second pilot ; the watchman ; Gabriel Pool, carpenter ; two colored cooks, the cabin boy and eight firemen, four deck hands and others, names not remembered. Wounded. — John Tyson, chief engineer ; John Peterson, mate ; and a number of deck passengers, names unknown. The watchman mentioned in the list of the killed, was thrown one hundred yards from the boat, through the solid walls of Bacon's hotel, and into a bed. He retained his senses perfectly, but expired within half an hour after the explosion. The cabin boy was thrown two hun- dred yards, through the roof of a shed ; he was taken up dead and frightfully mangled. LOSS OF THE GEORGE WASHINGTON. The George Washington was on her way from Cincinnati to New Orleans, and at one o'clock, A. M., on January 14th, 1852, when she was a short distance above Grand Gulf, Miss., the boilers exploded, and the boat was burnt to the water's edge. She had in tow, at the time, two barges, heavily laden, both of which, with their cargoes, were to- tally consumed. But these losses are insignificant, when compared with the destruction of human life which was one of the efi'ects of this accident. William Carroll, the first clerk of the George Washington, a Mr. James Treat, P. Supner, the cook, a fireman, six deck hands and six deck passengers were all killed at the moment of the explosiortf Several passengers, names not known, are believed to have been burned with the boat. Mr. Chiswell, the carpenter, was badly scalded, and died within a few hours. Mr. Kuykendale, a passenger, was mortally wounded. Capt. Irwin, C. D. Clemone, passenger, and several others, were more or less injured. , (210) SKETCH OF ST. LOUIS. St. Loris is situated on the right bank of the Mississippi river, eighteen miles below the entrance of the Missouri river, one hundred and eighty-two miles above the mouth of tho Ohio river, eight hundred and forty-eight miles below the Falls of St. Anthony, eleven hun- dred and eighty-two miles above New Orleans, and ono hundred and fifty miles below Jefferson city, the capital of the State of Missouri. St, Louis is a port of entry, and is situated in St. Louis County, lat. 3S° 37' 28" N., long. 90° 15' 16" W. The site rises from the river by two plateaus of limestone formation, thefir.-^t twenty and the second, sixty feet above the flciods of the Mississippi river. The ascent to the first plateau is somewhat abrupt; the second rises more gradually, and spreads out into an extensive plain, affording excellent views of the city and tho mighty river. The present site of St. Louis was selected by Laclede, in February 1764, as one possessing peculiar advantages for the fur trade, and for defence against tho savage Indi- ans, who at that time held almost undisputed sway, not only in Missouri, but in the United States. The confluence of the different rivers in the immediate neighborhood of St. Louis was a desideratum in the estimation of the trapper. It has become of vast importance to the place in establishing it at a centre for agricultural and manufacturing enterprises. The statistica of these early times show that for sixteen successive years, ending in 1805, the average an- nual value of the furs collected at this place, amounted to $303,750. Tho number of Doer skins was 190,000 ; of Beaver, 46,000 ; of Otter, 11,000 ; of Bear, 70,100 ; and of Buffalo, 1360. The population of St. Louis at this period was about 1500, more th.an one-half of whom were absent a great part of each year, engaged in trapping. It will readily bo understood that the elements which gave this settlement an existence, were not of a character adequate to foster it beyond the limits of a small frontier village, and accordingly as late as 1820, the accession of population was only about 1600; up to this date the census only shows the population to have been 3,146. Military expeditions and establishments, together with a small emigration con- fined to those peculiar temperaments which delight in the wild and dangerous, still kept up a progressive improvement, which, centering here for personal security, as well as for trade, still fi.xcd it as the seat of a commercial and manufacturing metropolis, destined in a few years to become an object of interest throughout tho world. On the 11th of August, 1768, a Spanish officer by the name of Rious, with a company of Spanish troops, took possession of St. Louis and Upper Louisiana, as it was termed, in the name of his Catholic majesty, under whose control it remained until the final transfer to the United States by Napoleon, in 1804. In 1813, the first brick house ever put up on the banks of tho Mississippi, was erected at St. Louis. In 1817, the first steamboat (Antelope) arrived hero on her way to explore tho great Missouri river, which at that time was almost as totally unknown as the Arctic ocean. In 1822, St. Louis was chartered as a city under the title given by Laclede, in honor of Louis XV. of France. From 1S25 to 1830, the influx of population from all parts of the United States began to be of importance. It was then St. Louis received its first great impulse, and commenced ex- tending its commerce from New Orleans to the Rocky Mountains, which has since givea it tho name of the Atlantic city of tho Mississippi valley. In 1829, the keel boat entirely dis- appeared ; the steamers Tellow-stone and Assinaboino about this time ascended to the groat falls of tho Missouri river, and from that day to the present, fine steamers have continued to make trips up the turbulent Miasouri river, and tho progress of St. Louis has been upward and onward. The natural advantages which St. Louis enjoys, as a commercial emporium, are probably not surpassed by those of any inland port in the world. Situated midway butwocn two oceans, and (217) 218 -Lloyd's steamboat disasteks. near the geographical course of the finest agricultural and mineral region on the globe, almost . at the very focus towards which converge the Mississippi, the Missouri, the Ohio, and the Il- linois rivers, there can be no doubt that she is destined to be, at no distant day, the great distributing and receiving depot of most of the vast region drained by these rivers. Public Buildings. — The new court house is constructed of St. Genevieve limestone ; it occupies an entire squarcj and the style of the architecture resembles that of the capitol at Washington. This building cost $500,000. The new custom house is another magnificent building, the cost of which is estimated at $350,000. The market and city hall compare with the present beautiful appearance of the city. The city contains sixty-four churches, belong- ing to different denominations ; several of these sacred edifices are among the most ornamen- tal Isuildings of the city. Commerce. — St. Louis is by far the greatest shipping point on the Ohio or Mississippi rivers. There are constantly plying to and from this point, over six hundred steamers. With such a large inland navigation as St. Louis possesses, the commerce of the port requires a large number of vessels j and the tonnage of its shipping exceeds that of any other Western city. Manufactures. — The manufactures of St. Louis, though yet in their infancy, are scarcely less important than her commerce. The manufacture of flour is carried on more extensively here than in any other city of the West. The manufacture of various chemicals and oils, is also very extensive. There are twenty tobacco manufactories in this city, and many other establishments for the manufacture of hemp, iron, steam engines, mill machinery, &c., &c. General Business. — Among the most considerable iron manufactories of this city, may be mentioned the large foundry of Messrs. Dowdall, Carr & Co., situated on the corner of Second and Morgan Streets. At this establishment are manufactured steam engines, mills and machinery of all kinds; at these extensive iron works, one hundred men are constantly em- ployed. Hardware Establishments — There are numerous hardware stores in St. Louis, many of them doing business of millions annually. But the most prominent house in this trade ia that of Messrs. Child, Pratt & Co. This is the oldest and most extensive hardware house in America. They supply almost the entire South and West, their sales amounting in the aggregate to no less than seueri millions annually. The firm of Child, Pratt & Co. have been in existence ever since 1800 ; and having almost unlimited capital they are enabled to buy for cash at astonishingly low figures both in New York and Europe ; consequently purchasers from the West and South go to St. Louis for their supplies of hardware instead of going to New York, Boston or Philadelphia. The present firm is composed of five persons, Messrs. Alonzo Child, E. G. Pratt, 0. W. Child, E. AV. Fox and S. C. Mansur. The founder of the house, Mr. Alonzo Child, to meet the requirements of the business, with another partner, occupies a store at 55 ClifF street. New York, leaving the general management of the business here to the enterprising partners, Messrs. Pratt, Fox & Mansur. The latter are practical business men, bred to the hard- ware business — salesmen whose qualities are well known on Main street, as those of thorough piasters of their work, experienced judges of' goods, well posted in all the wants of the coun- try trade, and marked for honorable dealing, and thorough energy. Some idea may be formed of what a centre of trade St. Louis is, from the statement that the house of Child, Pratt, & Co. sell goods to regular customers from the following States and Territories: Missouri, Iowa, Minnesota, Wisconsin, Illinois, Kentucky, Tennessee, Ar- kansas, Kansas, Nebraska, Utah, and New Mexico. Their sales run up to five hundred thou- sand dollars per month, ranging up as high as fifty thousand with individual houses. The contrast of this flourishing business with that of 1835, is as striking as that between the pres- ent population of 146,000, and that of the same year. We deem this notice of this firm due chiefly to the worthy senior partner of the house, as the oldest hardware merchant of the city, who has built up a business which is an honor to St. Louis. It is exclusively a general hardware shelf business, which oS"ers such inducements to country buyers that no advantage can bo gained by an Eastern trip. Mr. Child has de- Lloyd's steamboat disasters. 219 monstrated that fairness and probitji added to industry and perseverance, can command tho utmost saccess desired. In his own prosperity, many young men have shared, who now en- joy the prospect of a successful business career, while his capital haa been advantageously used in the establishment of a branch of manufactures here, which bids fair to be a source of wealth to those now engaged in it, and already attracts the attention of buyers to this market. We allude to tho saw manufactory, which, wo believe, owes its sucoessfal establishment to the suggestion and capital of this house. This celebrated firm have recently removed to their new buildings at 139 A 141 Main street. These buildings are the most substantial and costly ever erected in St. Louis. Having a broad front of fifty feet on Main street, it extends back one hundred and ten feet to Com- mercial, standing four stories in height on the former, and five on the latter, the stories averaging fifteen feet in the clear, the whole fire-proof from foundation to roof. The front is well arranged for imposing efi"ect, being executed, for one story, with rusticated piers, with tasteful, well-proportioned capitals, supporting five semi-circular arches, finished, to correspond with the piers, with ornamental key-stones. Tho second story, like the first, is opened with circular arches sprung from appropriate pilasters. Encircling the building there are stone- string coarse mouldings, forming a pleasant contrast with the brick ; while the cave cornice, with bold and massive modillions, crowns the building, giving it an architectural finish in admirable keeping with the general style of the edifice. Passing into the interior, the arrangements, on a most spacions scale, constitnte this build- ing probably the finest hardware house in the United States; and the impression made upon the eye is, that in general adaptation to the wants of the business, the highest skill and exper- ience have been brought into requisition. A largo opening is placed in the centre for light and air, with ornamented bannisters and handrails enclosing it on each floor. The stair cases, substantially and handsomely built, are spacious and well graduated for ease of ascent and de- scent, and situated with the least possible interference with the main area of each story. Great taste is displayed in the arrangement of the shelves and counters for each particular article. Half of the first floor on Main street is surrendered to the pattern department, where, in most attractive display, are exhibited samples of every article in the house. This department is well worthy a visit, for it shows at a glance, in beautiful array, as if in a Hardware Fair, everything pertaining to the legitimate hardware business. Banking. — The complaint which was formerly made against the unsubstantial character o-f the Western Banking Establishments can no longer be supported by facts as far as St. Louis is concerned. The Banking house of Messrs. Lucas & Simonds, situated on tho corner of Main and Chestnut streets, stands alone in the West for immense capital. The individual members of this celebrated Banking house have millions of dollars in real estate, in the very heart of St. Louis, besides their great capital invested in the Banking business ; some idea of their immense wealth may be formed when we say that they have a standing margin at the Banking houses in New York City, of several millions dollars. This firm is in financial correspondence with Baring Brothers & Co. London; tho London and Westminister Bank, Messrs. Coutts fOW 18 MUe Is. Grassy Flats LLOYD'S STEAMBOAT DISASTERS. 225 The captain was mortally wounded. This accident was thought to be the result of criminal negligence, as there was scarcely any water in the boiler at the time of the explosion. The engineer had stopped that part of the machinery, called the " doctor," which supplies the boilers with water, in order to produce " a high head of steam." In this he succeeded, and his life was the forfeit of his temerity and the recklessness with which he exposed the lives of others to unnecessary peril. EXPLOSION OF THE LOUISIANA. A few minutes after five o'clock, on the evening of November 15, 1849, the steamboat Louisiana, Captain Cannon, lying at the foot of Gravier street, New Orleans, had completed all the preparations for her departure for St. Louis. She was laden with a valuable cargo, and had on board a large number of passengers. The last bell was rung, and the machinery set in motion ; but at the moment the boat disengaged herself from the wharf and began to back out into the river, all the boilers exploded with a concussion which shook all EXPLOSION OF THE STEAMER LOUISIANA. the houses for many squares around to their very foundations. The Louisiana was lying between two other steamers — the Bostona and Storm — the upper works of which were completely wrecked ; their chimneys were carried away, and their cabins were shattered to small fragments. The violence of the explosion was such, that large pieces of the boilers were blown hundreds of yards from the wharf, falling on the levee and in different parts of the city. One of these iron 16 MAP OP THE OHIO. — NO. 17 Charleston ^^= ^ Mile Is. New Albany Lloyd's steamboat disasters. 227 fragments cut a mule in two, and then struck a horse and dray, killing both driver and horse instantly. Another mass of iron, of consider- able size, was projected to the corner of Canal and Front streets, two hundred yards from the exploded steamer, where it threw down three large iron pillars which supported the roof of the portico of a coffee- house. Before it reached the iron pillar, this fragment passed through several bales of cotton which lay in its passage. The tremendous detonation gave notice of the accident to the whole city, and soon all the levee near Gravier street was thronged with anxious and sympathizing spectators. A number of bodies, in every conceivable state of mutilation, had been dragged from the wreck, and were surrounded by the immense crowd which had assembled. Hacks and furniture cars were sent for, and the wounded were conveyed with as much despatch as possible to the hospitals. The sight of the man- gled bodies on every side, the groans of the dying, and the shrieks of the agonized sufferers, produced a general thrill of horror among the multitude. The body of a man was seen, with the head and one leg off, and the entrails torn out. A woman, whose long hair lay wet and matted" by her side, had one leg off, and her body was shockingly mangled. A large man, having his skull mashed in, lay dead on the levee ; his face looked as though it had been painted red, having been completely flayed by the scalding water. Others of both sexes, crushed, scalded, burned, mutilated and dismembered, lay about in every direc- tion. Two bodies were found locked together, brought by death into a sudden and close embrace. But it is utterly impossible to describe all the revolting objects which presented themselves to the view of the beholders. Suffice it to say, that death was there exhibited in all its most hideous forms ; and yet the fate of many who still lived was more shocking and distressing than the ghastly and disfigured corpses of those whose sufferings were terminated by death. A gentleman who was a passenger on the Louisiana, says that he was standing on the hurricane deck, abaft the wheel house, at the time of the explosion, and though his position was most perilous, he for- tunately escaped unhurt. He distinctly saw the faces and arms of several ladies and gentlemen who were vainly struggling to free them- selves from the falling planks and timbers. They were carried down with the boat when she sunk. The steamer went down within ten minutes after the explosion ; and it is thought that many citizens who went on board to assist the wounded, sunk with the boat. The passen- ger mentioned above succeeded in saving a little negro boy. The river 228. liLOTD'S STEAMBOAT DISASTEKS. was covered with fragments of the wreck, to many of which persons who had been blown overboard were clinging, and a number of small boats Were engaged in taking them up. The confusion was so great that it was quite impossible to ascertain the names of one quarter of those who were killed ; and as a promiscuous crowd of strangers, emigrants, &c., were on board, the greater number of them could not be identified. It is generally admitted that this disaster caused a greater loss of life than ever took place on the Mississippi, before or since. The most authentic accounts make the number of killed one hundred and fifty, and some estimates extend the number to two hundred. The mayor of New Orleans judged from his own observations and diligent inqui- ries on the spot, that one hundred and fifty lives were lost, at the lowest calculation. The steamer Storm, which lay in close proximity to the Louisiana, was almost as completely wrecked as the last-named boat itself, and was driven out fifty yards from the wharf by the concussion. Several persons on board of the Storm were killed or wounded. The captain himself was severely injured, but appeared on deck, his face covered with blood, and calmly gave directions for clearing the wreck and bringing his boat back to the wharf. The fragments of iron, and blocks and splinters of wood, which were sent with the rapidity of lightning from the ill-fated Louisiana, carried death and destruction in all directions. Persons were killed or wounded at the distance of two hundred yards from the boat. There were many miraculous escapes. Dr. Testut, of New Orleans, was standing on the wharf, having just parted from his friend Dr. Blondine, of Point Cou- pee, who had embarked in the Louisiana, and was killed by the explo- sion. A fragment of iron struck a man down at Dr. Testut's feet ; the poor fellow, while falling, stretched out his hands and convulsively grasped the doctor's palletot, tearing a pocket nearly out. His grasp was soon relaxed by death. Among the citizens who received severe injuries from the flying pieces of the wreck, was Mr. "Wray, a clerk in the house of Moses Greenwood & Co., who had been on board of the steamer Knoxville, lying below the ferry landing, and was passing up at the time. He was struck on the thigh by a piece of wood, and so badly wounded that amputation was deemed necessary. Several news- boys, who had been selling papers on the Louisiana, and had just gone ashore, were killed. The bodies of persons who had been in the steamer, were, in some instances, blown to the height of two hundred feet in the air, some of them falling on the wharf, and some into the river. Legs, arms, and LLOYD'S STEAMBOAT DISASTERS. 229 the dismembered trunks of human bodies, were scattered over the levee. One man, it is said, -was blown through the pilot house of the steamer Bostona, making a hole through the panels, which looked like the work of a cannon ball. Among those who were killed on board of the Storm, was Mrs. Moody, the wife of the first clerk, who was standing on the guard, op- posite the ladies' cabin. Twelve or fifteen other persons were killed in this boat, and several others were wounded, some of them mortally. The Storm had just arrived with passengers from Cincinnati, none of whom had been landed. As stated above, a considerable number of those who were killed were emigrants, and other strangers. These are not included in the following list. Killed. — Robert Devlin, Baton Rouge ; Capt. E. T. Dustin, of the Bostona ; Mr. Gilmer, second mate, and Andrew Bell, pilot, La. ; wife and child of Mr. Robert Moody, clerk of the steamer Storm ; Capt. Edmonston, St. Louis ; Mr. Roach, deck hand of the Storm ; Mr. Knox, head steward of do. ; a cabin boy of do., name unknown ; two firemen of do. ; John Sullivan, James Wolf, and a third, name unknown, news- boys ; the coachman of St. Charles hotel ; several negroes and deck hands of the Bostona ; Dr. Thomas M. Williams, Lafourche ; Dr. Blon- dine. Point Coupee ; Robert McMackin, clerk of the Louisiana; J. J. Gillespie, Vicksburg ; J. Merring, Cincinnati ; Mr. Wilson, grocer, St. Louis ; Mr. Edgar, Washington Co., Miss. ; Sj'lvester Prescott and ^neas Craft, Memphis ; Mr. King, of the firm of J. J. Grey & Co., St. Louis ; Mr. Elliott, clerk of the firm of Marsh & Rowlett, New Orleans ; Merrick Morris, clerk of the firm of Small & McGill, New Orleans. Wounded. — Isaac Hart, New Orleans (supposed to be incurable) ; Mr. Ray, clerk of Moses Greenwood & Co., New Orleans ; S. Davis, Mobile ; Augustus Fretz, brother of Capt. Fretz, formerly of the steamer Memphis ; A. Bird, planter, near Baton Rouge ; Capt. Hop- kins, of the Storm ; John Meson, pilot of the Storm ; Mr. Horrell, of the firm of Horrell & Gale, Now Orleans ; Mr. Price, clerk of the Bostona; chambermaid of do. ; Harvey W. Bickham; Daniel Eckerle; Henry Livingston ; Isaac Garrison ; Hugh McKee ; Henry, a slave ; Samuel Fox ; William Welch ; Clinton Smith ; Miley Mulley ; a female Blave of Moses Murray, and her two children ; John Evans ; William Burke ; John Laws ; Charles, a small negro boy ; William Tucker ; Henry Tucker ; James Matthews ; Juan Montreal ; William Nee ; Sandy, a slave of J. Adams ; Sam, a slave of Captain Cannon ; James MAP THE OHIO .— N . Lloyd's steamboat disasters. 231 Welch ; James Flynn ; Patrick McCarthy ; twenty or thirty other emi- grants, whose names could not be ascertained ; II. Rea, New Orleans ; Thomas Harrison, Missouri ; Frederick A. Wood, New Orleans ; Samuel Corley, Ky. ; Crocket Harrison, Missouri ; George, a slave, and a negro child. During the night, thirty bodies, all of strangers, were brought to the watch-house of the second municipality. Capt. Cannon, of the Louisi- ana, .was on the wharf at the time of the explosion. He had stopped for a moment, to speak to an acquaintance, and this delay probably saved his life. A lady and her two children escaped from the wreck of the boat as it was sinking. The effects of this disaster, unexampled in the history of steam navi- gation, were visible in every circle of society at New Orleans. Dismay was in every countenance, and the whole city seemed to be in mourn- ing for the numerous dead ; while every heart was deeply affected with sympathy for the surviving friends, and for all who were suffering in body or mind from the effects of the dreadful catastrophe. COLLAPSE ON THE FRANKLIN, NO. 2. This boat collapsed the outside flue of her starboard boiler, August 22d, 1852, on the Mississippi river, five miles above St. Genevieve. Thirty-two persons were killed, or so badly wounded that death in every case was the result. Every person on deck who happened to be aft of the engine at the time of the accident was scalded to death. None of the cabin passengers were injured. List of the Killed. — Edward Levins, Galena ; James Jones, Pa. M. Waggoner, Greensville, Ky. ; Charles W. Williams, St. Louis ; Patrick Murphy, boatman ; P. Joy, St. Louis ; J. Everett, and Mrs. Schriner and her son Charles, Louisville, Ky. ; M. J. Steele, Jackson Co., Iowa; James Mosley, Floyd Co., Ind. ; John Brown, Platteville Mo. ; H. Dunn, fireman ; M. Ilainey ; a fireman, name unknown ; George Hardy, third engineer, Louisville, Ky. ; and several others, whose names could not be ascertained. gistaitus, C^faiis aitir^0phti0n THE MISSISSIPPI RIVER. FROM ST. LOUIS, MISSOURI, TO • Miles. Pop. Miles. POP. Smith's Landing, HI., 20 48 Vancil's Landing, - - 1 133 24 AVidow Waters's Landing, Willard's Landing, 2 135 16 Mo., - - - - 1 21 20 Bainbridge, - - 1 136 20 Sulphur Springs, Mo., 2 23 100 Clear Creek, 9 145 10 Rattlesnake Springs, Mo., 2 25 60 Cape Girardeau, Mo., - 5 150 3000 Dunkling'sLime Kiln, Mo. 3 28 42 Thebes, 111., - 10 160 80 Harlow's Landing, 111., 2 30 60 Walbridge Landing, - 5 165 40 Herculaneum. op., Mo., 100 Commerce, 111,, op., . 100 Platin Rock, Mo., - 2 32 80 Santafee, 111., op.. . 81 Selma, Mo., 3 35 140 Thornton's, 3 168 20 Rushtower, Mo., 5 40 80 Price's - - - . 2 170 IS John Brickey'f, 111., - 5 45 60 Lane's, . 3 173 17 Salt Point, Mo., 6 60 30 Hunt's, - - - - 1 174 20 Fort Cbartre, op., IlL - 80 Rodney's - 15 189 100 St. Genevieve, Mo., 10 60 2400 Cairo, 111., - 5 194 1000 Kaskaskia, 111., - 5 65 400 Columbus, Ky., - - 26 220 200 St. Mary's, Mo., 5 70 300 Hickman, Ky., - 17 237 3000 Rozier's Landing, Mo,, 1 71 80 New Madrid, Ky., - 38 275 500 Chester, 111., - 9 80 2400 Memphis, Tenn., 165 440 18,000 Maynard, III., 1 81 100 Helena, Ark., - 85 525 600 Port Perry, 111., 1 82 30 Napoleon, Ark., 100 625 1500 Liberty, 111., 8 90 200 Columbia, Ark., • - 65 690 600 Underbill's Landing, 5 95 20 Princeton, - 60 740 300 Herring's Landing, 1 96 16 Lake Providence, - 25 765 1000 Rally's Landing, 4 100 80 Vicksburg, Miss., - - 75 840 6000 Williinson's, 5 105 30 Grand Gulf, Miss., - 50 890 1400 Linhoop, ... 1 106 40 Rodney, Miss., - 20 910 600 Wittenburg, Mo., 14 120 46 Natchez, Miss., - - 40 950 10,000 Sellers' Landing, 1 121 40 Mouth of Red River, - 65 1015 400 Evans's Landing, 1 122 16 Bayou Sara, - 35 1050 1000 Birmingham, - - - 6 128 38 Port Hudson, - - 12 1062 600 Hines's Landing, 1 129 30 Baton Rouge, - 23 1085 6000 Sheffield, opposite, 140 Plaquemine, - - 20 1105 200 Preston's Landing, f - 1 130 40 Donaldsonville, - . 35 1140 1500 Bennett's Landing,^- 1 , 131 40 New Orleans, - -78 1218 225,000 Neely's Landing, 1 132 41 Gulf of Mexico, - - 100 1318 ^hhuttB 011 i\t ||Iiss0uri fvihr. Mouth of Missouri River, Bellefontaino Bend, Jamestown, Overall's Wood Yard, - Chasbonier, St. Charles, - - . Howard Bend, Boahomme Island, , (232) FROM ST. LOUIS, MISSOURI, TO Miles Pop. MlLFS. Pop. 20 Cattleville Landing, 2 60 23 5 25 Howell's Ferry, - 2 62 10 2 27 50 Dozier's 5 67 16 2 29 20 Port Royal, - - 1 68 8 6 35 10 Tavern Rock, 1 69 10 45 4000 Mount Albana - 1 70 12 67 Steel's Wood Yard, 2 72 S 1 6S Murdock's " - 1 73 11 DISTANCES, TOWNS AND POPULATION 233 FROM ST. LOUIS, MISSOURI, TO Miles. Pop. MllES. Pop. Augusta, 3 76 100 Glasgow, 4 265 2000 Jones' Point, - - 2 78 4 Cambridge, - 9 274 400 fiouth " 4 82 4 Keysville Landing, - 10 284 18 Basonia, - 1 83 11 Buekhorn Point, . 8 292 8 Washington, 1 84 400 Brunswick, - 8 300 2000 Tuque Point, - - 1 85 Grand River, - - 1 301 St. John's Island, 2 87 Windsor City, 7 SOS 80 Newport Landing, - . 2 89 16 Miami, . - - - 7 315 30 Patton's Wood Yard, I 90 7 Thomas's Wood Yard, 6 321 12 Heatherley's " . 7 97 7 Dill's Landing, - 20 341 25 Miller's Landing, 1 98 13 Waverly, 5 346 700 Pinckney & Griswold s, - 3 101 114 Dover Landing, . 13 359 26 Bates' Wood Yard, - 10 111 17 Lexington, - - 12 371 5000 Hermann, - 10 121 2000 Farmvillo Landing, . 1 372 28 Mouth of Gasconade, 8 129 30 Wellington, 7 379 150 Monning's Landing, . 2 131 17 Camden, - 10 3!^9 600 Portland, . 10 141 450 Napoleon, - 8 397 50 Fisher's Wood Yard, - 5 1415 18 Cogswell's Landing, - 5 402 20 St. Aubert, - 5 151 150 Sibley, 5 407 300 Smith's Landing, - - 1 152 28 Richfield, - 14 421 100 Shipley's " 3 155 30 El Paso Landing, 8 429 16 King's " . - 5 160 31 Blue Mills " - 1 430 14 Bennett's " 2 162 45 Liberty, 6 436 2000 Mouth of Osage, - 2 164 48 Wayne City, - - 7 443 200 Mouth of Moreau, 5 169 25 Randolph, - 8 451 200 Jefferson City, - 5 174 4000 Kansas, - - - - 6 45- 1000 Claysville. - 7 181 300 Kansas River, 2 459 Stanley's Wood Y'ard, - 2 183 21 Parkville, - 13 472 1400 Marion, 8 191 640 Little Platte River, 1 473 Eureka Landing, - - 5 196 26 Hout's Wood Y'^ard, . 6 479 12 Martin's " 2 198 14 Van Rankin's, - 10 4S() 46 Nashville, - 7 205 180 Fort Leavenworth, - - 10 4^9 600 Providence, 2 207 130 Platte City Landing, 3 5U2 300 Mount Vernon, - 5 212 28 Weston, . - - - 4 506 3500 Rocheport, - 8 220 680 latan, - - - - 13 519 100 Boonville, - 12 232 3000 Independence Prairie , - 25 544 30 Mouth of Lamina, 8 240 10 Columbus Landing, 6 650 20 Arrow Rock, - - 8 248 450 Maysville, - 6 556 60 Little Arrow Rock, 7 255 40 Hart's Landing, - - 10 666 26 Bluff Port, - - 6 261 40 St. Joseph, - 25 691 6000 ^istaiicts 011 i\t 'Sppr Ulississigpi |vihr. FROM ST. LOUIS, MISSOURI, TO Miles. Pop. Miles. Pop. Mouth of Missouri River, 20 Warsaw, Mo., . 20 207 4000 Alton, 111., - 5 25 6000 Churchville, opposite. . 190 Grafton, 111., - - 18 43 200 Keokuk, 111., - - 5 212 65(10 Gap au Gris, - 27 70 100 Montrose, - - 12 224 1000 Worthington's - 10 80 50 Nauvoo, opposite, . 100 Hamburg, HI., - 10 90 200 Fort Madison, - 12 236 200 Clarksvillo, Mo., . 15 105 100 Pontoosuc, - 6 242 100 Louisiana, Mo., - - 12 117 400 Dallas, 2 244 180 Cincinnati, 111., - 15 132 100 Burlington, - . 15 259 8000 Saverton, 111., 8 140 80 Oquawka, - - 15 274 300 Hannibal, Mo., - 7 147 6000 Kethsburgh, - - 12 286 300 Marion City, Mo., - 10 157 300 New Boston, 8 294 100 Quincy, 111., - - 10 167 12,000 Port Louisa, - - 12 306 80 Lagrange, Mo., - - 10 177 200 Muscatine, - . 18 324 8000 Canton, Mo., - - 8 185 100 Rock Island, - . 30 354 6000 Tully, Mo., - 2 187 180 Davenport, opposite. - 5500 MAP OP THE OHIO , — N . 19 DISTANCES, TOWNS AND POPULATION. 235 FROM ST. LOUIS, MISSOURI, TO Hampton, Leclair, Port Byron, opposite, Camanche, - Albany, - - « Fulton City, Lyons, oppositOj Sebula, Savannah, Belle Viewi - Galena, - - . Dubuque, Wills's Landing, Wapoton, Buena Vista, - Cassville, Gottenburg, - Clayton City, 'Wyolusing, McGregor's Landing, Prairie du Chiene, - Red House Landing, Johnson's " Columbus, - Lansing, Winneshiek, Victory, M LES. Pop. 12 366 100 6 372 200 180 18 390 200 2 892 500 10 402 150 100 18 420 100 2 422 400 18 440 100 12 452 11,000 25 477 10,000 12 489 140 8 497 80 6 603 140 4 507 180 10 517 200 10 627 300 5 632 100 7 639 40 3 642 200 2 645 40 1 546 20 29 575 200 2 577 80 8 685 200 5 590 100 MiLEY. Pop. Badaxe, 1 591 20 Warner's Landing, - - 10 601 30 Wild-cat Bluffs, - - 12 613 14 Prairie La Crosse, - . 16 629 140 Mouth of Black River 12 641 80 Hammon's Landing, . 4 645 48 Fortune's " 2 647 80 Montoville, - 4 651 180 Wenona, 7 653 300 Wabashaw Prairie-, - . 4 662 100 Homes' Landing, . 10 672 48 Hall's - 10 682 100 Wabashaw Village, . 25 707 300 Nelson's Landing, - . 2 709 80 Reed's " 2 711 12 Lake Pepin, - - 1 712 480 Wells' Landing, - - 14 726 80 Bullard's " - . 8 734 46 Red Wing, - 8 742 60 I'oint Prescott, - 22 764 85 Point Douglass, - - 1 765 40 Red Rock, - 25 790 180 Crow Village, 3 793 300 St. Paul, - 5 798 8000 Falls of St. Anthony, 8 806 4180 Mendota, - 6 812 350 Fort Snelling, 1 813 400 FROM MOUTH OF LAKE ST. CROIX, TO MlLSS. Pop. Mi uw. Willow River, - 22 1 Marine " - 5 43 Still Water, . 8 30 Osciola '« - - - 20 63 Areola Mills, - - - 8 38 1 Falls of St. Croix, - 15 78 Pop. ^hhwtts on tlje Illinois ^vihr. FROM ST. LOUIS, MISSOURI, TO MiLRS. Pop. Miles. Pop. Alton, - - - . 25 5000 Bath, - - - . 12 167 100 Grafton, - - - 15 40 200 Havana and Point Isabel, 12 179 180 Mason's Landing, - 2 42 80 Liverpool, - - - 10 189 160 Harding, - 25 67 100 Copperas Creek, 12 201 50 Columbiana, - . - 10 77 60 Lancaster, - - - 8 209 30 Apple Creek, 4 81 40 Kingston, - - - 2 211 40 Bridgeport and Bedford, 12 93 1400 Pekin, . . - 10 221 3000 Montezuma, 4 97 300 Wesley City, - 6 227 180 Florence and Harris's Peoria, . - - 3 230 10,000 Landing, . - . 6 103 200 Spring Bay, - - . 14 244 80 Griggsville, 6 109 100 Rome, ... 6 250 100 Naples and Perry, - 4 113 3100 Chillicothe, . 2 252 120 Moredosia, - - . 6 119 1000 Lacon, ... 10 262 200 Lagrange, . . . 10 129 200 Henry, - - . . 10 272 190 Beardstown, 10 139 1600 Hall's Landing, . 4 276 40 Frederick, - - - 4 143 1800 Hennepin, - . . 8 284 200 Browning, - - - 8 149 100 Peru, . - - . 13 302 4800 Sharp's Landing, - 6 155 60 Lasalle, . . . - 1 303 4000 236 LANDINGS AND DISTANCES. ON WHITE RIVER AND TRIBUTARIES. (From Memphis to the Mouth of White River, 175 miles ; from Napoleon to the Mouth of White River, 20 miles.) FROM MOUTH OF WHITE RIVER TO Richards', Landing, Hortonbery's, " Caroline, Lerett's Wood Yard) Big Creek, - St. Charles, Anderson's B1u£f, Maddox's Bay, Dugan's Bluff, Crockett's, Turgason's, Adams', Cascoe, Pepper's, Moreau's Wood Yard, Smith's, Maysville, - Aberdeen, Rock Roe, - Widow Hatch's, Walnut Ridge, Clarendon, Sawers', Wolf's Wood Yard, - Pyburn's Bluff, Bunt Bayou, Arkapola, - Devall's Bluff, Surrounded Hill, Buena Vista, Hidden Bluff, Little Hill, John Wright's, Wattensaw, Dr. McFadden's, Weaks' Jno. Underwood's Capt. Taylor's, Pittman's Des Arc, Ferguson's, Arch. Hutchins', ' • McCartey's, Pryer's Wood Yard, Smith's, Myers' - Ferguson's, Peach Orchard, » Negro Hill, Burnt Beach Mouth of Red River, Gregory's Landing, Gray's Bend, Augusta, Chambers' West's, Taylor's Bay, Wilkerson's, Cole's Landing Mi LES. Miles. - 1 Morse's Camp, . . 20 11 Lewis Shadder's, . - 5 . 3 Mill Creek, _ . 6 41 Grand Glaize, . . 5 . 20 Dr. Leach's, . _ 4 10 Carpenter's, .« - 2 . 2 Bell's, - . . _ 3 9 Mrs. Husley's, - - 2 . 3 Village Creek, . . 3 1 Hunt's, . - 2 . 1 Mc Jones', . . 3 8 Mrs. Jones', _ - 1 . 10 Shon Smith's . _ i Eschear's, - ._ - i _ 3 Love's Wood Yard, . « 1 1 Newport, - . . 3 - 3 Elizabeth, . _ 2 4 Jacksonport, ^ - 7 . 2 Batesville, . . 60 2 Buffalo City, . - 112 - 2 6 7 Forsyth, - - 120 BLACK RIVER. 10 FnOM JACKSONPORT TO _ 22 Powhaton, - . . 90 3 Pocahontas, .- - 60 " 3 5 CURRANT RIVER. . 2 FROM POCAHONTAS TO 3 Doniphan, - - - 60 " 6 4 LITTLE RED RIVER. , 2 FROM MOUTH TO 2 Esquire Lindsey's, . . 1 -' 4 Philip Crise's, . . 9 1 Goslin's, • . 2 - 2 Knight's, . _ 4 4 ISfat. Bowden's, . - 2 . 6 Harrison Brown's . . 4 4 Granny Aikin's, . - 1 . 3 Judge McDaniel's, . . 3 5 Joseph Wright's, . - 1 . 6 Mrs. Aikin's, . . 1 4 John Terry's, . - 2 . 2 West Point, . _ i 5 Kelly's, . - 1 . 7 Mosier's, . . i 5 Kinder and Hutchin's, . - i - 6 Mark Young's, . . 2 6 John Cook's, . - i - 1 Kim. Harris's, . . i 6 Alex. Crawford's, I- . 2 . 12 William Lowry's, _ 4 10 A. Vanmetre's, . - 1 . 8 Prospect Bluff, . . 2 4 T. Young's, . - i . 1 Daniel Cook's, . • 4 1 Col. Prince's, -■ _ - 4 2 Buckley's Gin, . _ 2 - 5 Searcy Landing, - 34 DISTANCES, TOWNS AND POPULATION. 23' Distance 0it \\t ||a^0o ^ihr. FROM VICKSBURG TO Mouth of Yazoo Riveri Druingoole's Bluff, Big Sun Flower, Satartia, - Liverpool, • - Yazoo City, Tcchula Lake, Miles. 10 21 31 Montgomery's Landing, Head of the Island, - - 29 60 Sidon. - 9 69 - 5 74 Rising Sun, - Greenwood, 23 102 Le Flore, - • . 62 154 Milks. 7 101 53 214 20 234 5 239 15 224 3 257 ^istancts on i\t ^tb |lihr. FROM NEW ORLEANS TO Mile a. Pop. Miles. Pop. Mouth of Red River, 203 lUO Mouth of Bondicne, - - 60 413 50 Mouth of Black River, - 40 243 100 Clutcherville, 23 436 300 Gordon's Landing, 30 273 100 Natchitoches, - - 49 485 3000 Fulk's Landing, 12 285 80 Grand Ecore, - 10 495 500 Capt. Wilson's Plantation, 25 310 100 Campti, - • - . 15 610 200 Alexandria, - . - 25 335 2500 Shreveport, - . 110 620 5000 Cutile Landing, 18 353 120 Jefferson, « - - - 100 720 1800 istaitcts 0n i\t ©uiidjiln ^lihr. Mouth of Black River, . Trinity, - - - - 75 Harrisonburg, - - 20 Columbia, . . . 75 Monroe, - - - - 75 Trenton, - - . 2 Ouachita City, - - 35 Alabama Landing, - 18 Mary Saline Landing, . 35 CareyvUle, - . - 35 FROM MOUTE OF OLD RIVER TO Pigeon Hills, Morobay, j - ■ Wilmington, Chuinpagnole, . Eldorado Landing, Miller's Bluff, Beach Hills, French Port, - Ciimdon, - Arkadclphia, - Miles. Pop. 40 100 > 115 1000 135 1000 210 300 285 600 287 300 322 500 340 300 375 ;i(io 410 200 Miles. Pop. 6 416 150 li 417i 60 6 423 100 18 441 300 3 444 100 15 459 50 12 471 200 12 48:^ 50 18 501 3000 100 COl 500 MAP OF THE OHIO . — N . 20 , Blue River L w Amsterdam.;; Blue River LLOYD'S STEAMBOAT DISASTERS. 239 BURNma OF THE CAROLINE. The Caroline was a Memphis packet, employed on the White river. She had ascended that river about twenty miles on Sunday, March 5, 1854, when, at 2 o'clock in the afternoon, the wood pile near the boilers, was discovered to be on fire. The pilot at the wheel, Mr. John R. Price, steered for the shore, which was overflown by high water. Before the shore was reached, some persons attempted to escape in the yawl, which, being overcrowded, speedily sunk, and all BURNING OP THE CAROLINE. who had embarked in it were drowned. The flames, in the meanwhile, rapidly overspread the steamer, which was soon consumed, down to the level of the water. There were many deck passengers on board, nearly all of whom were lost. The principal sufierers were women and chil- dren, who were not able to make the exertions required for their pre- servation. The names of those of the crew and passengers who are known to have perished, will be found below : List of Killed. — John R. Price and James Creighton, pilots ; Lewis Pollock, assistant bar-keeper; eight deck hands and firemen, whose names the captain, in his report of the disaster, omittetl to men- tion ; wife and child of J. Ilaskins, Marshall county, Tenn. ; four children of S. McMullen, of Madison county, Tenn. ; Mrs. Haley and three children, Tippah county. Miss. ; John Ilorton, wife, and two children, Mr. Karrell, Mr. Martin, Miss Susanna E. Pool, a son of Mr. Henshaw, Mr. Shelby, of Madison county, Tenn. ; a son-in-law, 240 Lloyd's steamboat disastebs. a widowed sister, with her thirteen children, and another sister of Mr. Wortham ; Mr. Harshaw, of Clarendon, Ark. ; George Jones, clerk of the house of Poole & Co., Jacksonport, Tenn., and a number of deck passengers, names unknown. It is a remarkable circumstance that scarcely any of the crew or passengers who escaped with life, were injured in the slightest degree. There was considerable amount of money on board. The safe, con- taining $5,000, sunk in the river, and never was recovered. Mr. Penn, one of the passengers, lost $3,500. The remains of Mr. Wilbank, who died a few days before at the Commercial Hotel, Mem- phis, were on board on their way to his former place of residence, where the funeral was to take place. The body, however, was doomed to find a grave beneath the waters of White river. A package of money which had belonged to the deceased, and which in his dying moments, he had directed to be sent to his widow, was lost with the other money in the safe. The hull of the Caroline, having burned to the water's edge, broke in two, and sunk out of sight. The whole loss of boat, cargo, money, and other property belonging to the passengers, is estimated at $150,000. There was an insurance on the boat for $5,000. She was finished in the preceding summer, and cost $12,000. EXPLOSION OP THE ST. JAMES. The St. James was a high pressure boat, owned by Capt. W. H. Wright. She was built at Cincinnati in 1850, and was employed on the Mississippi river until about a month before her destruction, at which time she was engaged on Lake Pontchartrain. The accident took place on that lake, at Pointe Aux Herbes. The St. James left Key St. Louis on Sunday night, July 4th, 1852, in company with the steamboat California, having on board a large number of persons who had been spending the anniversary of Independence at the watering places. Between two and three o'clock, on the morning of the fifth, the St. James stopped at the point designated above, fifteen miles from the Pontchartrain railway landing, and having taken in several pas- sengers, started again on her course. Her companion, the California, was at this time a short distance astern ; each boat, probably was en- deavoring to outrun the other, and it is conjectured that the ofiicers of the St. James, in their eagerness to beat their rival, exposed the lives of their passengers to very obvious danger. LLOYD'S STEAMBOAT DISASTERS. 241 EXPLOSION OF THB ST. JAMES. The St. James had run scarcely two hundred yards from the point where she had stopped, when all the boilers exploded, and nearly at the same moment, the boat took fire. The staunchions being torn away by the explosion, the whole of the boiler deck fell upon the boilers and machinery, precipitating a great many persons into the lower part of the boat, which was now flooded with scalding water, or strewn with the ignited fuel, which had been scattered abroad. Owing to this circumstance, a number of passengers who had not been injured by the explosion itself, were severely scalded or burned when the deck fell in. As the time at which the disaster took place was long before dnylfght, many of the passengers were asleep. Some of them awoke in eternity, without knowing, perhaps, what cause had hurried them thither, and others were aroused from their slumbers by a sense of intolerable bodily anguish. Vainly would we attempt to picture the scene which now presented itself on the burning steamer. The shrieks of the affrighted passengers were heard on board of the California, and Captain Ensign, of that steamer, immediately steered for the wreck. The space between the two boats was lighted up by the conflagration to the brightness of mid-day, and the spectators from the California could see the terrified men and women on board of the St. James hurrying to and fro, wringing their hands, or seizing on such articles as they could use for temporary support, and jumping into the lake. The screams were awfully distinct and harrowing, as they arose not from the burning boat only, but from the water, in all directions, where many human beings were shouting for help, or gasp- ing in the last agony. Voices were calling from all points, as the boats of the California went about swiftly, picking up all who could 16 MAP OF THE OHIO . — N . 21 . Wolf Cr. Lloyd's steamboat disasters. 243 be reached. The horrified eyes of the people on the California could see men cease to struggle and go down, while those wIk) saw them perish had no power to save. It was a scene to harrow the soul of humanitj, a scene which could not be remembered without horror, and one that could never be forgotten. As the California approached the burning wreck, the heat was so Tntense that Captain Ensign was compelled by a due regard for the persons immediately under his charge, to haul oflf a short distance. The boats belonging to the California were launched, manned, and sent to the aid of the sufferers. The flames rose from the centre of the St. James, and Captain Ensign, while making a second attempt to reach the persons on the wreck, succeeded, by nice management, in getting under the stern, and a large number of ladies and gentlemen from the St. James were thus enabled to reach the deck of the Cali- fornia. All who were saved owe the preservation of their lives to Captain Ensign. Among the passengers who were lost, was Judge Preston, of the Supreme Court of Louisiana, and several other distinguished citizens of that State. Judge Preston had his berth over the boilers. He was seen to retire to rest, and immediately after the explosion, the place where he slept was found shattered to pieces, and he was no where to be seen. J. M. Wolf, Esq., a member of the New Orleans bar, and his son, a lad of fourteen, were seen standing together on the wreck. The boy was urging his father to jump into the water, declaring that he could save him. The father refused, and the boy threw himself overboard and swam towards the California, which was then approaching. He reached her in an exhausted state, and was saved. A rope was thrown to him just as he cried out that he could struggle no more. It is men- tioned, as an illustration of this lad's coolness, that he placed his clothes on a small piece of plank and floated them with him to the California, having an eye to the safety of his wardrobe when his life seemed to be in the greatest peril. "When taken on board the Cali- fornia, he had his rescued garments under his arm, and dressed him- self with the greatest composure. Mr. Wolf, the father of this boy, who could not be induced to leave the wreck, Avas lost. Captain Clarke, Commander of the St. James, was asleep at the time of the explosion. When awakened by tlie terrific report and the, commotion on board, he ran on deck, and with the assistance of the pilot, Mr. Samuel Henderson, he took possession of the yawl, keeping back the crowd which was intent on the same object. Having launched MAP OF THE OHIO .— N . 22 . Stevensport Sinking Cr. Rock I. Cannelton i LLOYDS STEAMBOAT DISASTERS. £46 this small boat, Captain Clarke placed in it Mrs. Asher, her daughter, (a young lady of sixteen,) and her two younger children ; also Mrs. Sheed and Robert Smith, the steersman, who had an arm broken. With these persons, the yawl started for the California, but striking against that vessel, the little boat upset and all who were in it, except Mrs. Sheed were drowned. Mr. H. L. Sheed, the husband of this lady, was also one of the passengers of the St. James, and he was lost. Captain Clarke's two little sons saved themselves by swimming to the California. Captain Clarke himself was badly scalded, and Captain "Wright, the owner of the boat, received severe injuries. Many of the passengers had not registered their names. The per- sons named below are scarcely a moiety of those who perished. List of Killed. — Hon. Isaac T. Preston, Judge of the Supreme Court of Louisiana ; Mr. Richard Turner, late Commissary of the Fourth Ward, Second Municipality, New Orleans; J. M. Wolf, member of the New Orleans bar ; John Molley and Nicholas Read, of New Orleans ; Mr. Sheed, of the U. S. Branch Mint, of New Orleans ; James M. Jones, mate of the St. James ; the watchman of do., name not mentioned ; a colored boy, slave of Dr. Penniston, of New Orleans ; another slave, belonging to Captain Tuft ; Mrs. Asher and her three children ; Mr. Paul, engineer ; John, a colored man, second steward of the boat; Robert Smith, steersman; S. Forrester; Mr. Gatchet Delislc ; and about twenty others, whose names could not be ascertained. Wounded. — Captain Wright, owner of the St. James, (badly scalded ;) Captain Clarke, Commander of do., burned by a piece of blazing timber which fell on his head ; Oliver Rout, second engineer, (badly scalded ;) Francis Turner, Assessor of the First District ; Wm. Collins, first engineer, (badly burnt ;) Eliza AVilson ; AYm. Deacon, (much injured ;) Francois Francis, a passenger, (severely scalded ;) Harry Harvey, passenger, (badly scalded ;) J. G. Wheeler ; Robert McMillar, deck hand, (scalded and right arm broken ;) Gregory, colored boy, and Patrick, a colored man, slaves of Madam Isabel, (much hurt ;) George, Bill, Patrick and Julius, firemen, all badly scalded. Mr. burner, the Assessor, who is mentioned in the list of wounded, had risen and dressed himself, and was walking about the cabin, think- ing that he had been imprudent in venturing on a lake boat which used " high pressure ;" and while his thoughts were thus occupied, the ex- plosion took place. His injuries, however, were not of a very serioua nature. 246 LLOYDS STEAMBOAT DISASTERS EXPLOSION OF THE AMERICA. This afflictive event took place on Lake Erie, July 31, 1850. The head of one of the starboard boilers blew off, turning the boiler deck upside down, raising the upper deck about four feet, and making all the central part of the boat a complete wreck. As soon as the re- port was heard, several of the passengers jumped overboard and were EXPLOSION OF THE AMERICA. not seen afterwards. Many persons were killed or wounded, of whose names an imperfect list will be found below. The names of many of the passengers were not registered. List of Killed. — J. McLaughlin, fireman ; IT. Brown, colored waiter, (he was literally torn to pieces by the pitman, a part of the steam engine ;) Joseph Stancliff, Durham, Conn. ; James Chancellor ; Charles Porter ; P. Welsh, fireman ; Wm. Terry ; M. Hagerty and James Chintstar, firemen ; Patrick Kenby, deck hand ; the third en- gineer, and several passengers, names unknown. Wounded. — W. IL Burnitt, of New York, hands and arms scalded ; Jeremiah Connor, wife and five children, of Missouri ; all badly scalded ; Wm. Livas, first cook, scalded ; R. Retali^, of Wliitby, Canada, do. ; Luther Kinney, of Washington, Macomb county, IMichi- gan, do. ; an old Frenchwoman, shoe-dealer of New York, badly Lloyd's steamboat disasters. 247 scalded ; Archibald Lindsey, steerage passenger, of Michigan, badly scalded; J. F. Lalor, L. G. llumsoy and Patrick Howley, (deck passenger,) of Cincinnati, slighly scalded ; D. IJ. Terry, Norwalk, 0., injured by a fall ; B. Welsh, of Buflfalo, badly scalded ; J. Downing, of Albany, N. Y., slightly do. ; Dennis Warren, deck passenger, much injured ; Patrick Murphy, deck hand, do. ; Thomas PurccU, fireman, do. ; colored cook, name not known, slightly scalded. A spectator of this disaster says, " It was a melancholy sight to go through the cabin, and see the terrible condition of the wounded. On some of them scarcely a particle of skin remained, and the flesh was frightfully burned. I have never witnessed anything to be compared with this awful catastrophe. One poor woman and all her five chil- dren were dreadfully scalded. Their sufferings cannot be imagined. The woman was perfectly exhausted with suffering, but seemed to care only for her children. One of them, a little girl, tried several times to jump overboard. Iler screams were agonizing to all who heard them." COLLISION OF THE DE SOTO AND BUCKEYE. - Between three and four o'clock, on Friday morning, March 1st, 1844, the steamboats De Soto and Buckeye came in contact on the Mississippi, near Atchafalaya. The De Soto was bound down, from Nachitoches, and the Buckeye was on her way to Ouachata, with about three hundred passengers on board, and a cargo of plantation supplies. The concussion was so violent that within five minutes after the accident, the Buckeye sunk to her hurricane deck, in twenty feet water. The passengers were asleep until awakened by the shock. They rushed on deck in the greatest consternation. A terrible commotion and confusion was produced by hundreds of people, in the wildest ex- citement, seeking their relatives; as many husbands and wives, parents and children, were separated by the universal disorder which prevailed in the fated vessel. All, or nearly all, were in their night clothes, and few were sufiBciently self possessed to take proper means for their own safety, or for the safety of those who depended on them for assistance and protection. A few brave spirits, forgetful of themselves, turned all their atten- tion to the preservation of the women and children ; but the boat went down so suddenly that few of those helpless beings could be saved. Mr. Ilaynes, of Alexandria, La., Avhose family was with him, lost his MAP OF THE oirro .— N . 23 Lewisport Rockport -'■i^ Lloyd's steameoat disasters. 249 daughter, a beautiful little girl, about ten years old. His -wife's sister, Miss Elizabeth Smith, an accomplished young lady, was like- wise drowned. Mr. Ilaynes also lost sixteen slaves ^Yho were on the lower deck. Mr. Alexander McKinzie, formerly of Florida, lost his wife, seven children, and four slaves. Mr. John Blunt, who was also from Florida, lost his wife, child, and seven negroes. Col. King, of Louisiana, (afterwards Vice President of the United States,) lost two children. A young man named Pollard, supposed to be from Natchez, had a considerable sum of money deposited for safe-keeping in the clerk's office. When the boat was sinking he applied for his money ; it was delivered to him, and he was not seen afterwards. A child of Mr. "White, of New Orleans, was lost. Two sisters of a young man named Francis Larkin were drowned. Mr. Larkin and these young ladies had been taken on board at Red river landing. Mr. Beard, one of the unfortunate passengers of the Buck-eye, attempted to swim ashore with his young nephew on his back ; but in the attempt both were drowned. . The whole number who perished could not have been less than eighty. The night was clear, and the moon shed a brilliant light on the water, and to this happy circumstance the preservation of many lives may be ascribed. The De Soto remained by the wreck to the last, and the officers of that boat exerted themselves to the ut- most in saving the lives and property of the Buck-eye's passengers. The mate of the De Soto rescued about forty persons from the water by taking them up into the yawl, conveying as many as the little boat could carry to the steamer, and then returning for more. The surviving passengers of the Buckeye published a certificate exculpating the Captain and other officers of that boat, and ascribing the mischance to a combination of unfortunate circumstances which no precaution or foresight could have averted. BURNING OF THE E. K. COLLINS. Between ten and eleven o'clock, on the night of October 9, 1854, the steamboat E. K. Collins was burned to the water's edge on Lake Erie, nearly opposite the light house below Mauldin. At the time the fire broke out, she was on her way from Sault St. Marie to Cleveland. Before she could be run on shore, she was completely enveloped in flames. Twenty-three of the passengers and crew were cither drowned or burned to death. The fire broke out on the boiler deck, and spread BO rapidly that the passengers and crew, most of whom were in bed, 250 LLOYD'S STEAMBOAT DISASTERS. had not time to dress themselves, before thej ran on deck to seek the means of escape. As soon as the boat had reached shallow water she became unmanagable, and while the head was embedded in the sand the stern projected over the deep water, and all who happened to be abaft the machinery were reduced to the necessity of throwing them- selves overboard, or remaining in the boat with the certainty of perish- ing in the flames. Had it not been for the timely arrival of the pro- peller Finertz, scarcely any would have been saved. The current set strongly from the shore, so that several men who attempted to save themselves by swimming were carried back and drowned. The Cap- tain of the Finertz, seeing the light, hastened to the wreck, and had all his boats ready for service by the time of his arrival. Nearly all who were saved owe their preservation to the prompt assistance rendered by this vessel. As a surprising example of human depravity, it is mentioned that some wretch, in the very height of the consterna- tion on board, stole eighty dollars, the hard earnings of a poor invalid, who had been working at Sault St. Marie, until his declining health obliged him to return to his family, at Cleveland. A purse of twenty dollars was contributed by the passengers for the relief of the unfor- tunate man who had been victimized by this atrocious and inhuman robbery. Names of those wno PEuisnED by this Disaster. — Mrs. Dibble; Samuel Powell ; Lawrence Whalom ; Thomas Cook ; Mrs. McNailly ; Mrs. Watrums and child ; a colored man from Virginia, name un- known ; Charles Adams ; John McNeely ; John Ennis ; P. Tinker ; John Ha.lstead ; Mr. Lyman ; Mrs. F. Lewis ; Samuel Brown ; A. Alwick ; Thomas Anderson ; J. A. Grinnan ; James Grimmet ; Na- thanial Ptobins, and one of the pilots, name not mentioned. EXPLOSION OF THE KxVTE KEARNEY. One of the boilers of this boat exploded at St. Louis, on Thursday, February 14th, 1854. The Kate Kearney was about to start from the wharf and the last bell had just ceased ringing, when in a single mo- ment the greater part of the boat was changed to a confused heap of ruins. There were fifty or sixty passengers on board, and the names of many, (as usual,) were not registered. It is quite certain that several persons, whose names were never ascertained, were blown overboard and lost. Fifteen persons, badly wounded, were taken to the Sister's Hospital, St. Louis ; of these, several died within a few hours, namely : Lloyd's steamboat disasters. 251 the Rev. S. J. Gassaway, rector of St. George's church, St. Louis, F. Hardy, second engineer of the Kate Kearney, D. Kcefer, a deck hand, and two colored men. Among the wounded ■were Brevet Major D. C. Buel, of the United States army, Major R. C. Catlin, of the seventh, U. S. infantry, a son of that gentleman, and several other persons from Illinois and Missouri. Three persons, "whose names are not mentioned, ■were seen to sink in the river. Major Buel, one of the -^'ounded passengers, gives the following ac- count of his providential escape from a horrible death. lie was over- whelmed among falling timbers and rubbish, from which, with great exertion, he extricated himself after the lapse of a few minutes. As soon as he felt himself at liberty he heard the alarm of fire ; and althougli he had received several painful wounds, he united with others in an attempt to extinguish the flames. He continued in this active service until relieved by the arrival of the fire companies. He then went ashore, took a carriage, and drove to the Planter's House. It was only on his arrival there that he began to realize the serious na- ture of the injuries he had sustained, and from the cft'ects of which ho did not recover for several weeks. The Kate Kearney was an old boat, having been engaged for eight or ten 3'cars in the packet trade between St. Louis and Keokuk. About three years previous, the same boiler which caused the disaster just related, collapsed at Canton, on the upper Mississippi, killing and scalding a large number of persons. The collapsed flues were taken out and new ones were substituted, but the shell of the old boiler remained. The boat was adjudged to be unfit for service several months before the ex- plosion at St. Louis. She Avas withdrawn from the Keokuk trade, but as both the Alton packets had sunk, the Kate Kearney was chartered to do their duty ; in Avhich service she was engaged at the time of the explosion. BURNING OF THE BELLE OF THE WEST. The Belle of the "West was burned to the water's edge, near Florence island, on the Ohio river, April 22d, 1850. Only an imperfect report of this disaster has been preserved. List of the Killed. — Jeremiah Bamberger ; John Anders and •wife; Frederick Bretz, wife and three children; (two children belong- ing to this family were saved ;) Mr. Keller, wife and three children ; a lady, name unknown ; a,man, wife and six children, names unknown ; 252 LLOYD'S STEAMBOAT DISASTERS. three children of Mr. Waggoner ; two German deck passengers ; and a family, consisting of two men, two women, and four children. Wounded. — John Bamberger ; Levi Yerdz ; Miss Yerdz ; and three or four others, names unknown. A brave little boy, twelve years old, leaped into the river, and while swimming to the shore, saw his mother on board, overburdened with two small children, and trying to make her escape. He made her un- derstand by gestures, that he wished her to throw one of the children into the water. She did so, and he swam with it to the shore. The mother escaped with the otfier child, and thus the whole family was saved. Several other families were less fortunate. A Mr. Waggoner, one of the passengers, was accompanied by his wi.fe and eight children. Three of the children were drowned. Mr. Waggoner was emigrating to Iowa, having with him money, with which he intended to purchase land ; but every dollar of it was lost. Alaout fifty German Moravians, some of them with families, were on board. Many of these people perished in the flames, or in the water. EXPLOSION OF THE VIRGINIA. On Saturday, March 31, 1849, at 5 o'clock, P. M., the steamer Vir- ginia, plying as a daily packet between Wheeling, Va., and Steubenville, Ohio, was torn into pieces and sunk by the explosion of her boilers, at Rush Creek, ten miles above Wheeling. Eight or ten lives were lost, and about fourteen persons were wounded. The explosion took place when the boat was about to land a passenger, !Mr. Roe, who was killed. As almost the whole of the upper part of the boat was reduced to frag- ments, and the hull sunk immediately, there can be no doubt that all of the crew and passengers who were missing, perished in the wreck. List of Killed. — Mr. Roe, Rush Creek ; the chambermaid of the boat ; William Ebert, Wheeling, Va. ; a colored fireman, and eight or ten others, names unknown. Badly Wounded. — Mr. Boles and lady, Steubenville, Ohio ; Mr. Collins, the pilot, one leg broken and otherwise badly injured ; Henry Commons, Birmingham, Alleghany county. Pa.; John Taylor, first engi- neer, Wheeling, Va. ; W. Barker, St, Louis ; W. Althousc, Wheeling; the carpenter of the boat ; James Zink, a boy, and A. Snyder, (both legs torn off,) Wheeling; and Mr. Atchison, Steubenville, Sligutly Wounded. — Mrs. E. Coen, Wheeling; Capt, Dawson, LLOYD'S STEAMBOAT DISASTERS. 263 Riclietown ; Mr. Beaty, Steubenville ; and Mr. Burgess and lady, West Springfield, 111. Mr. Hoe, the passenger who was going on shore at the time of the explosion, was on the plank, and was cut in three pieces bj fragments of the boiler. EXPLOSION OF THE ZACHARY TAYLOR. This was an old boat employed in the transportation of hogs from Lawrenceburg to Cincinnati. On the 21st of December, 1853, she was towing two barges laden with hogs, and there were about three hundred of the same kind of animals on the deck of the steamer, abaft the engine. About day break, on the day aforesaid, when the boat was within ten miles of Cincinnati, one of the flues of the lar- board boiler collapsed, projecting columns of steam and scalding ■water fore and aft, killing three of the boat's crew instantly, and scalding five others. The three men who were killed were lying asleep in front of the fire. The first engineer, Moses Smith, was scalded in the face. The second engineer, John Everhart, was more seriously injured. Cap- tain Prettyman had passed by tho boiler a moment before the col- lapse. The hot water thrown back among the swine scalded many of them so severely that they jumped overboard. There were thirty-five passengers on board, not one of whom was hurt. One of the deck hands who were killed was named Boyle ; the names of the other two are not given. (254) SKETCH OF NEW ORLEANS. This great commercial emporium of the South and West is situated on the south bank of the Mississippi river, about 100 miles from its mouth, 1G03 miles south-west of New York, 1438 miles south-west of Washington, 2025 miles south south-west of Pittsburgh, and 2000 miles south by east of the Falls of St. Anthony ; lat. 29° 58' N., long. 90° 7' W. New Orleans is tho seat of justice of Orleans Parish, La. It is built around a bend of the river, and from this circumstance it has acquired the sobriquet of the " Crescent City." The location of New Orleans is on a piece of land which inclines gently from tberiver to the marshy grounds in tho rear of the city. The site is from two to five feet below tho level of the river in the time of high water. To protect the city against inundations, an embankment, or lovec, fifteen feet wide and six feet high, has been raised; it extends one hundred and twenty miles above the ci:y, and to Port Pluqucmine, forty three miles below it. This levee afi'ords the citizens of Now Orleans a delightful promenade, worthy of comparison with tho boulevards of Paris. The change iu the course of the river at New Orleans causes vast alluvial deposits, particu- larly at that point where the commerce of the city chiefly centres. Hero it has been found necessary to erect quays, extending from fifty to one hundred feet in the river. In consequence of the new alluvial formations at this point, the levee has been widened and an additional row of warehouses has been erected between the city and the river. Tho city was originallj' laid out by the French in an oblong, rectangular shape, 1320 yards in length, and 700 yards in breadth. Above this are the faubourgs of St. Mary, Annunciation, and La Course ; below, are Marigny, Donnois, and Declouet ; and in the rear, are Trcme, and St. Johns. The suburbs, together with tbe village of Lafayette, which was formerly under a separate municipal govern- ment, are now incorporated with the city proper. In tho year 1836, New Orleans was divided, by legislative enactment, into three municipalities, each with distinct municipal powers ; but in 1852 this division was abrogated, and the faubourgs, the village of Lafayette, and all tho other dependencies, extending about seven miles along the river, were consolidated under ono charter, and ono city government. Algiers, which may be regarded as one of the suburbs of New Orleans, is a flourishing village, situated on the opposite side of tho river, and is connected with tho city by a ferry. It has several ship-yards and extensive manufacturing establishments. New Orleans was settled by the French in 1717. The name was applied as a compliment to the Duke of Orleans, Regent of France, during the minority of Louis XV. In 1723, Charle- voix visited tho place, and found about two hundred inhabitants, living chieQy in huts or cabins built without any orderly arrangement. There was a wooden warehouse and another wretched building which had been intended for a store, but was used as a chapel. In the fame year, some German emigrants, after whom the " German coast" is named, arrived at this location, having changed their original intention to make a settlement in Arkansas. A memo- rablo hurricane visited the place in this year, and destroyed nearly all tho buildings. In 1727 the Jesuits and Ursuline nuns arrived ; tho former remained until the expulsion of their order from France, Spain, and Naples, in 1763, compelled them to leave Louisiaii:u Their entire property in this region was confiscated ; their lands, which were then .sold by tho French government for $186,000, are now worth not less than ?20,000,000. In 1730 two buildings which still remain on the upper side of tho Cathedral were erected. The first visitation of tho yellow fever occurred in 1709, being introduced, as it is said, by an English vessel, with a cargo of (265) MAP OF THE OHIO , — X . 24 . 5^ Owensboro Enterprise SKETCH OF NEW ORLEANS. 257 flavM from Africa. Four years before this time, the first Rritish vessels vijiled this plnce, or rather came to anchor at Lafayette, where they traded with the planters and natives. In 1769 the colony was ceded to Spain, the population of the whole province being then 5,556 whites, and nearly as many blacks. In 1770 the river Wiw frozen for several yards on both sides. In 1782 permission was obtained for the building of a custom-house. In 1785 the Americans of th« We.'t, and of Philadelphia began to trade with New Orleans. In 17SS nine hundred houses were destroyed by fire, which broke out on Good Friday, in a chapel on Chartres street. In 1789 many Americans settled in the neighborhood. In 1791 the first company of French comedians arrived. In 1792 the Baron Carondolet became governor of the provinco. He divided tbo city into four wards, established a night-watch, and lighted the streets. To defray the expenses of those improvements, a tax of $1.12i was levied on each chimney. He erected several fortifi- cations also, placing a fort where the mint now stands, another at the foot of Canal street, a re- doubt in Rampart street, fer- flowed, and the rush of the water over the fields, in some places, was perfectly irresistible, currying away everything which opposed the current, which was believed to move at the rate of sixty miles per hour. The damage sustained by planters and others was esti- mated at $00,000,000. In April, 1852, the Ohio, at Wheeling and Pittsburgh, rose as high as it did in 1832. There was a great destruction of property along the river, and many lives were lost. EXPLOSION OF THE POCAHONTAS. The disaster about to be related, took place on Arkansas river, ten miles below Dardanella, on the 14th day of March, 1852. While rounding out from a wood-yard, she collapsed both flues of her middle boiler, blowing out principally aft. Eighteen persons were scalded, of whom eight died before eleven o'clock on the following morning. The boat took fire immediately after the explosion, but was saved by the strenuous exertions of the officers and crew, assisted by the passengers. Killed. — Win. Pettit, second engineer, Quincy, 111. ; Michael Ma- guire, fireman, Ireland ; Henry Cook, first cook, Missouri ; Lavinia Barker, Simon Barker and Mourning Barker, passengers, of Indiana; Joseph and John A. McDonald, passengers. Scalded. — Wm. Sanford, (badly,) third engineer, St. Louis ; Wm. Blythe, fireman, Ireland ; Wra. Morgan, deck hand, New Orleans ; Matilda Ilousely, passenger, Indiana; Thomas Barker, infant, (badly,) Indiana; W. J. McDonald and son, Susan McDonald, and Amanda Ilousely, of Indiana, passengers, and the first engineer. Lloyd's steamboat disasters. 269 COLLISION OF THE GULNARE AND WESTWOOD. "While on her way from St. Louis to New Orleans, with a valuable cargo, the steamboat Gulnare, September 8, 1844, came in contact with the steamer Westwood, about twenty miles above Helena. The Gulnare was struck on the starboard side, opposite the main hatch, and was so badly broken up that she sunk within three minutes. The passengers and crew escaped, with the exception of two Germans and a United States soldier, who were deck passengers. These three persons were drowned. The soldier was much intoxicated. One of the Germans lost his life while attempting to save his baggage. The Gulnare was heavily laden, and only a small part of her cargo was saved. EXPLOSION AND BURNING OF THE ST. JOSEPH. This disaster took place at the mouth of Arkansas river, January 12, 1850. The St. Joseph was from New Orleans, bound to St. Louis, with a valuable cargo on board. This steamer and the South America were running side by side at the time of the accident. The larboard boiler of the St. Joseph exploded, and the boat soon after tooK fire. There were many deck passengers on board, some of whom plunged into the river. The boiler was blown backward, instantly killing a boy at the .engine, and mortally wounding the second en- gineer, who died the next day. A Mr. Moore, of Glasgow, Mo., was also mortally wounded. He lingered in great agony for twenty-four hours, having every particle of skin pealed from his body. It is be- lieved that eight or ten persons were drowned. We have stated above that the steamer South America was near the St. Joseph at the time of the accident. Captain Baker, of the last named boat, took $3000 from the iron chest and handed it to the clerk of the South America for safe keeping. On the next day, Cap- tain Baker, wishing to pay off his men, desired to have his money back, but the clerk of the South America would give him but $300, claiming the balance for salvage. Captain Baker stopped at Mem- phis, in order to take legal measures for the recovery of his money. The South America was attached at that port, and the Sheriff took possession and detained her for twenty-four hours. In the meanwhile, the facts of the case coming to the knowledge of the citizens, caused MAP or THE OHIO. — NO. 28. Big Hurricane I. ^?^^a Three Sisters' lids. LLOYDS STEAMBOAT DISASTERS 271 such a general feeling of indignation, that the officers of the South America being apprehensive of popular vengeance, agreed to refund the money to Captain Baker. The behaviour of Captain Greenlee to the crew and passengers of the St. Joseph's, is represented as inhuman in the highest degree. LOSS OF THE STEAMBOAT MECHANIC. (with general LAFAYETTE ON BOARD.) The steamboat Mechanic had been chartered at Nashville for the conveyance of General Lafayette and suite to Marietta, Ohio. She departed from the former place on Friday morning, May 6th, 1825, having on board, besides her officers and crew, General Lafayette, General Carroll and staff. Governor Coles, of Illinois, General O'Fal- lon, Major Nash, of Missouri, and several other gentlemen as passen- gers. On the following Sunday, about 12 o'clock, midnight, while the steamer was ascending the Ohio, and when near the mouth of Deer Creek, about one hundred and twenty-five miles below Louisville, a severe shock was felt by the persons on board, and it was soon ascer- tained that the boat had struck some object under the surface of the SINKING OP T 11 R Jl i; C II A N 1 C , water. The commander, Capt. ^all, presently announced to the pas- sengers in the cabin that the boat had snagged. Capt. Hall then caused the yawl to be made ready to convey General Lafayette and the other passengers ashore. In the meanwhile, the General had been aroused from his slumbers, and was soon prepared to leave the steamer. As the night was very dark, and great confusion prevailed MAP OF THE OHIO .— N 0. 29 . Stewart's I. ^ Tennessee I Tow Head Metropolis «a Lloyd's steamboat disasters. 273 on board, General Lafayette, •while attempting to descend into the yawl, was precipitated into the river and would have been drowned but for the assistance of one of thp deck hands, whose name we have been unable to ascertain. The General, although far advanced in age, was able to keep himself above water until help arrived. He lost eight thousand dollars in money, besides his carriage, clothing, &c., but finally reached the shore in safety. While Capt. Hall was devoting all his attention to the preservation of his passengers, his desk, containing one thousand three hundred dollars, was lost overboard and was never recovered. EXPLOSION OF THE PILOT. The steam tow-boat Pilot, Capt. Brown, bursted all her boilers, on March 14th, 1845, a short distance below New Orleans, while engaged in towing the brig Pioneer up to that city. Some fragments of the boat were thrown into the air with such force as to carry away the top-gallant mast and fore top -gallant yard of the Pioneer. List of Killed. — William B. Fagan, first engineer ; Mr. Barry, a passenger ; Mr. Davis, steersman ; and a fireman, name not mentioned. Wounded. — William Webster, branch pilot ; William Reilly, second engineer ; Capt. Brown ; three deck-hands and four firemen. Capt. Brown was thrown ofi" the vessel by the concussion and was taken out of the water by the crew of the brig. BURNING OF THE SOUTH AMERICA. This steamer was destroyed by fire on the Mississippi river, nine miles above New Orleans, December 17th, 1850. About forty lives were lost. Sixteen of those who perished were United States soldiers; the rest were deck hands, and persons belonging to the boat. One woman was killed, viz : Mrs. White, the wife of the carpenter. In order to save her from the flames, her husband threw her into the river and then sprung after her, but could not save her. List of Killed. — Jackson Knowles, head cook ; William Sheppard, porter ; a young man from Elizabethtown, 111., name unknown ; three firemen ; a collier, wife and child ; the following United States soldiers, viz. : Gilder, Hunt, Franks, Rean, Rosendale, Drury, Dumont, Dailey, Buyer, Gerard, Ilyer, Johnston, Kimble, Loomis, Werther, Lind, and Donnie ; several deck passengers, names unknown, were also lost. All the baggage belonging to the passengers, and the boat's books and papers, were destroyed. 13 (274) AWFUL AND DESTRUCTIVE CONFLAGRATION AT ST. LOUIS. TWENTY-THREE STEAMBOATS BURNED, SEVERAL SQUARES IN ASHES. The prosperous and beautiful city of St. Louis, Mo., was visited on the night of 17th May, 1849, by a most terrible conflagration, which destroyed property to the amount of $5,000,0U0. The fire broke out about 10 o'clock, p. m., near the river, at the corner of Locust street and the Levee, where the corner house and the three buildings above on the Levee were destroyed. From thence the flames spread across Locust street, sweeping every house, (with but one ex- ception,) in the blocks fronting on the Levee and Main street, and extending from Locust street southward to Chestnut street, a distance of three squares. The fire then advanced up Chestnut street and crossed over to the next block south, at the junction of Commercial alley with this street, then extending from the alley to Main street, and down that to Market street, consuming everything in its route, except two buildings at the comer of Market street and Commercial alley. At the intersection of Market and Main streets, the flames crossed diagonally to the Market Street House, and followed both sides of Market street up to Second street Then, crossing Main street, the flames again swept every building, from Locust to Market street, ex- cept a row of four-story fire-proof warehouses just below Locust street. Thence the destruc- tive element proceeded up Pine, Chestnut and Market streets, consuming every house in the two blocks between the streets just mentioned and Main and Second streets, together with nearly half the block north of Olive street. At this point the ravages of the fire in this part of the city were stayed ; but in order to pro- duce this efi"ect, it was found necessary to blow up two or three houses at the corner of Market and Second streets. Several ptersons were killed by the explosion, one of whom was Mr. Tar- gee, a well known citizen of St. Louis. The fragments of one of the dead bodies were found on the opposite side of the street; one piece near the junction of Walnut and Second streets, and a thigh-bone and foot belonging to another body, near the lower end of Walnut street, two or three squares from the spot where the houses were blown up. These, with the body of a boy who was burned on the Levee, were supposed to constitute the remains of four persons who had perished in the conflagration. Although the progress of the fire was arrested at the point designated above, the flames con- tinued to spread southward ; having made another start at the foot of Elm street, and spread- ing diagonally through the block, it again reached Main street, extending down to Spruce street, a distance, north and south, of two squares. Then crossing Main Street, it swept all before it to within a short distance of Third street, three squares to the west of its starting point. At Main street, the flames crossed Elm street, and consumed one fourth of the block north of Elm and west of Main streets. From the foot of Elm street, up its southern side to Second street, a distance of two squares, not a house was left standing. This dreadful cala- mity reduced many families from comfortable circumstances to perfect destitution. Hundreds of estimable people were made houseless. " Cast abandoned on the world's wide stage, And doomed in scanty poverty to roam." About ten o'clock, p. m., the fire, by some means, was communicated to the steamer White Cloud. There was quite a fleet of steamboats moored at the Levee at this time. The Eudora was lying above the White Cloud, and the Edward Bates below it; the Belle Isle and Julia were moored below the Bates. A strong wind was blowing from the north-west at the time the fire commenced its devastations among the boats. The flames were soon communicated from the White Cloud to the Eudora, and the Edward Bates caught almost at the oame moment. (275) 276 CONFLAGRATION AT ST. LOUIS; The hawsers of this vessel were either cut or severed by the fire, and she then drifted into the current, carrying destruction to almost all the boats stationed south of her. As the wind set in towards the wharf, the cables were hauled in and they drifted out into the current, yet the flaming vessel followed them up with a speed from which it seemed impossible for them to es- cape. She appeared to be animated by some intelligent spirit, which prompted her to involve the others in that destruction to which she herself was doomed. The fleet of vessels being loosened from their moorings, were driven about, the sport of the wind and the waves, with nobody on board to control their motions. Within half an hour from the time the conflagration commenced among the boats, twenty- three of them had been surrendered to the fury of the flames, and half a million dollars worth of property was destroyed. The spectacle was awful but magnificent; a spectacle to which no pencil could do justice, but not the less dreadful and horrifying to every spectator. List op Boats Destroyed. — American Eagle, Gossan, Master, Keokuk and Upper Missis- Bippi packet ; valued at $14,000 ; total loss ; insured for $3,500 at Pittsburgh ; no cargo. Alice, Kennett, Master, Missouri river packet ; valued at $18,000; total loss; insured for $12,000. Alexander Hamilton, Hooper, Master, Missouri river packet; valued at $15,000; total loss; insured for $10,500 in eastern oflSces; no cargo. Acadia, John Russell, Master, Illinois river packet ; valued at $4,000; total loss ; fully in- sured in eastern oflBces; cargo valued at $1,000. Boreas No. 3, Bernard, Master, Missouri river packet; valued at $14,500; total loss ; in- sured for $11,500 in city ofiSces ; no cargo. Belle Isle, Smith, Master, New Orleans trader; valued at $10,000; total loss; insured for $8,000 at New Orleans ; no cargo. Eliza Stewart, H. McKee, Master, Missouri river trader; valued at $9,000 ; total loss ; in- sured for nearly the full value at Nashville ; no cargo. Eudora, Ealer, Master, New Orleans and St. Louis trader; valued at $16,000; total loss; insured for $10,500 at St. Louis ; no cargo. Edward Bates, Randolph, Master, Keokuk packet; valued at $22,500; total loss; insured for $15,000 at St. Louis ; no cargo. Frolic, Ringling, Master, tow-boat; valued at $1,500; total loss; no insurance ; no cargo. Kit Carson, Goddin, Master, Missouri river packet; valued at $16,000; total loss; insured for $8,000 at St. Louis ; cargo valued at $.3,000. Mameluke, Smithers, Master, New Orleans and St. Louis trader ; valued at $30,000 ; total loss ; insured for $20,000 at Louisville, Columbus, &c. Mandan, Beers, Master, Missouri river trader; valued at $14,000; total loss; insured for $10,500 at St. Louis; no cargo. Montauk, Moorhouse, Master, Upper Mississippi trader; valued at $16,000; total loss; in- sured for $10,000 at St. Louis, &c. ; cargo valued at $8,000. Martha, D. Finch, Master, Missouri river trader; valued at $10,000; total loss; fully in- sured at St. Louis ; cargo valued at $30,000 ; also insured. Prairie State, Baldwin, Master, Illinois river packet; valued at $26,000 ; total loss ; insured in eastern oflBces for $18,000; cargo valued at $3,000 Redwing, Barger, Master, Upper Mississippi trader ; valued at $6,000 ; total loss ; no in- surance ; cargo valued at $3,000. St. Peter's, Ward, Master, Upper Mississippi trader ; valued at $12,000 ; total loss ; in- sured for $9,000 at Nashville and Louisville ; no cargo. Sarah, Young, Master, New Orleans and St. Louis trader; valued at $35,000; total loss. Taglioni, Marshall, Master, Pittsburgh and St. Louis trader ; valued at $20,000 ; total loss ; insured for nearly the full value at Pittsburgh ; cargo valued at $15,000. Timour, Miller, Master, Missouri river trader ; valued at $25,000 ; total loss ; insured for $18,000 at St. Louis, 200 Done, J. H. Shousetown, 1854 212 Colorado, Monongahela, 185( 98 Denny, W. H. California, 1855 276 Cleona, West Elizabeth, 1850 204 Delta, Cincinnati, 1849 396 Cataract, do. 1851 283 Dunkirk, do. 1851 377 Corn Planter, McKeesport, 1851 178 Diana, do. 1849 188 Colbert, West Elizabeth, 1855 165 Delaware, do. 1851 501 Clara, Monongahela, 1851 248 Drennen, CoL do. 1862 126 Clarion, do. 1851 73 Duke, do. 1853 348 Caspian, West Elizabeth, 1851 249 Dutchess, do. 1853 226 Calm, McKeesport, 1852 26 Davenport, do. 1855 138 Convers, Dan. do. 1852 103 Downs, S. W. Louisville, 1851 237 Cleopatra, Monongahela, 1852 152 Defiance, Cincinnati, 1849 544 Clara Dean, Brownsville, 1853 190 Delia, Louisville, 1851 311 Castle Garden, McKeesport, 1853 162 Dean, Emma Cincinnati, 1851 212 Caledonia, do. 1853 239 Dean, Jennie McKeesport, 1852 485 Crescent City, Elizabeth, 1854 282 Day, D. Cincinnati, IS52 213 Cassel, Kate California, 1854 167 Dickinson, CoL do. 1850 222 Convoy, Freedom, 1854 123 Davis, A. L. N'ashville, 1853 102 City of Knoxville, California, 1854 76 Daniel, Thos. M. .Madisonville, 1853 540 Conewago, Brownsville, 1854 186 Dean, Jesse Pittsburgh, 1855 186 Chicago, California, 1854 219 Dubuque, Elizabeth town, 1847 169 Chenoweth, J. S. Haverhill, 1851 310 Enterprize, Echo, -^ Z:inesvillo, 1850 200 Cloon, Sara. Cincinnati, 1851 301 Cincinnati, 1850 161 Charleston, do. 1852 345 Europa, do. 1850 349 Condor, 3. Pomeroy, 1853 368 Empire State, Elizabeth, 1849 303 Chouteau, Tlenry Cincinnati, 1853 623 Eliza, Cincinnati, 1852 349 Clark, B. E. Fulton, 1853 200 Early, J. D. do. 1853 348 Commodore, do. 1853 129 Editor, Brownsville, 1851 247 Crescent City, Cincinnati, 1854 ^iSS Elk, Elizabeth, 1851 62 City Belle, Murraysville, 1854 216 Excel, .McKeesport, 1851 79 Chambers, Col. A. Cincinnati. 1855 411 Elvira, Brownsville, 1851 222 Cherokee, [B. Xew Albany, 185(1 417 Elephant, do. 1851 425 Creole, Green Point, 1852 317 Envoy, West Elizabeth, 1852 179 Caddo, 2 Louisville, 1851 274 E.Ychange, Brownsville, 1852 128 Carrier, -Marietta, 1853 98 Empress, Lowell, 1S52 137 Capital, Louisville, 1855 149 Eagle, Shousetown, 1852 201 Cobh, R. L. do. 1855 197 Equinox, Monongahela, 1852 297 Clinton, Elizabeth, 1850 34 Equator, Beavor. 1853 62 City of Wheeling, Wheeling, 185;i 439 Edinburg, Brownsville, 1854 283 Crystal Palace, Freedom, 1853 541 Endeavor, Freedom, 1854 200 Colbert, West Elizabeth, 1851 168 Eclipse, California, 1854 156 Compromise, Monongahela, 1851 270 Empire, do. 1854 153 City of Iluntsville Elizabeth, 1852 2::i8 Ella, Elizabeth, 1854 173 Chevoit, California, 1853 176 Evansvillo, W. Brownsville, 1854 155 Cuba, Brownsville, 1853 !58 Empire City, Calif«)rnia, 1854 263 Challenge, Shousetown, 1854 229 Eaves, W. A. Brownsville, 1854 146 Clipper, Belle Vernon, 1 855 68 Empress, Louisville, 185.-! 693 Ciirson, J. B. Shousetown, 1855 186 Eclipse, Now Albany, 1852 1117 Courier, Parkersburg, 1852 165 Exchange, Brownsville, 1849 110 C. D. Jr. Louisville, 1853 !47 Eclipse, Belle Vt'rnon, 1853 216 Ceres, do. 1852 218 Embassy, Wheeling, 1848 237 Clifton, Glassgo, W. 1855 183 Eastport, Mow Albany, 1852 570 Cline, J. G. Madison, 1853 295 Eolian, Brownsville, 1855 205 Cumberland Val., Louisville, 1850 199 Eunice, Pittsburgh, 1855 206 Cabinet, Wheeling, 1849 190 EflSo Afton, Cincinnati, 1S55 400 Champion, Cincinnati, 1854 147 Excelsior, tirownsvillo. 1849 172 Cincinnati, Pittsburgh, 1850 333 Eunice, irownsvillo. 855 232 Champion, 1 Cincianati, 1851 90 Empire, New Albany, 1849 449 282 LIST OF STEAMBOATS. Frisbee, Kate, Forrest Rose, Fawn, Farrar, Fanny Florida, Falls City, Fort Henry, Freeman, Ra'dm. Franklin, Far ward, Walter 2 Franklin, Jane, Franklin, Forest City, Falcon, Fanny Fern, Forrester, Fairfield, Fairy Queen, Franklin, Benj. Fremont, J. C. Falls City> Flora, Friendship, Forest Queen, Fairy, Franklin, Benj. Falcon, Flag, Fashion, 2 Fire Canoe, F. K., Jr. Fulton, Farmer, W. W. Franklin, Benj. Fashion, Freighter, Flying Cloud, Fusilier, A. Fanny Fern, Garth, Molly Georgia, Granite State, Guadalupe, Golden State, Georgetown, Gazelle, Gray Cloud, Genoa, Grand Turk, Great West, Grapeshot, Gipsey, Gladiator, Gem, Gull) are, Grampus, Golden Era, Grand Prairie, Golden Gate, Greenwood, Mos. Gazelle, Glendale, Graham, N. W. Galena, Gregoire, A. L. Gales, Jo. Garvin, Wm. Brooklyn, California, Loifisville, Paducah, Louisville, do. Wheeling, Shousetown, do. Pittsburgh, Freedom, Brownsville, do. McKeesport, California, Brownsville, Freedom, Belle Vernon, Brownsville, California, Wellsville, California, Wheeling, Cincinnati, do, do. McKeesport, Cincinnati, Elizabeth, Lawrence, Ironton, Elizabeth, Louisville, do. do. Zanesville, Cincinnati, Parish St. Mary, Shreveport, Elizabeth, do. W. Elizabeth, do. McKeesport, Lone Island, Brownsville, Elizabeth, California, McKeesport, California, do. do. Freedom, Cincinnati, do, Rising Sun, Wheeling, G alio polls, Madison, Cincinnati, do. do. Covington, Madison, Cincinnati, do.. Louisvillei II 1 a a o H 1856 457 1862 205 1853 182 1853 134 1855 546 1853 666 185:i 167 1850 493 1861 19 1861 39 1851 197 1851 181 1851 207 1851 180 1853 182 1854 188 1.S64 159 1854 169 1854 192 1854 316 1855 183 1855 160 1851 98 1851 283 1851 101 1848 473 1851 441 1853 235 1849 88 1864 166 1854 61 1852 206 1854 207 1855 733 18a3 408 1855 93 1854 540 1851 368 1855 155 1851 96 1851 326 1852 295 1853 139 1852 298 1862 183 1854 205 1854 246 1864 227 1854 247 1855 230 1856 153 1855 132 1860 236 1860 298 1849 347 1861 97 1852 249 1852 261 1852 317 1852 268 1853 38 1863 394 1853 287 1854 297 1864 173 1855 208 1853 269 I Guthrie, James, Grapeshot, Given, D. A. Glaze, Alice W. Grace Darling, GraiF, Henry, Georgetown, Gaty, Sam. Hartford, Heroine, Harris, J. M. Huron, Hays, C. Honduras, Herald, Herron, Jno. Henrietta, Hurricane, Hornet, Hercules, Hunter, Hero, Hawk Eye, Harris, Fanny, Hoosier State, Hungarian, Haverhill, Harris, Maj. A. Hickman, Highflyer, Hope, Hartsville, Hill, H. R. M. Huntsville.City of Howard, E. Hercules, Humbolt, Hawk Eye, Harmon, Emma Illinois, Illinois Belle,, Ironton, Indiana, Iris, Irene, Ingomar, Isabella, Iowa, Ion, Jefferson, Johnston, Mat, Justice, Jenkins, J. Juniatta, Jefferson, Jeanetto, Jones, R. M. Jacobs, Jones, Paul Jake Sharp, Jeanie Deans, Kate, Keeling, Frank Keystone, Kenton, Konnett, L. M. Keys, Dick Louisville, do. Paducah, Louisville, Madison, Belle Vernon, Lone Island, St. Louis, Monongahela, Brownsville, Shousetown, Christler's Ldg. Elizabeth, Brownsville, do. McKeesport, California, Pittsburg, W. Brownsville, McKeesport, Allegheny City, Brownsville, West Newton, Brownsville, Cincinnati, Elizabeth, Haverhill, Cincinnati, do. Madison, Louisville, Nashville, New Albany, Elizabeth, New Albany, Cincinnati, do. Davenport, Clarksville, Brownsville, McKeesport, Cincinnati, do. Rising Sun, Elizabeth, Louisville, Jeffersonville, Freedom, Fox River, Elizabeth, do. West Newton, Elizabeth, Allegheny City, McKeesport, Elizabeth, Newport, Maysville, McKeesport, Sharp's Landing, St. Louis, McKeesport, Monongahela, Brownsville, Cincinnati, do. do. LIST OF STEAMBOATS. 283 Ramei. Where Built. V Ntunos. Where Built. — 3 O (fa r1 o H i£a a H Knox, Win. Point Harmer, 1852 200 Mononga. Belle, Morgantown, 1854 74 Kimball, 15. F. New Albany, 1851 312 Minnosota Belle, Belle Vernon, 1854 226 Kossuth, Gov. Keokuk, 1852 89 Minerva, Brownsville, 1854 199 Kentucky No. 2, I'^vausville, 1851 149 Monongahela* do. 1855 335 Keokuk, Metropolis, 1855 435 May, Lucy, W. Brownsville, 1855 172 Kimbrough, S. L. Winnebago, 1852 6() Mason, A. G. do. 1855 170 Lunette, McKeesport, 1852 16tt McNeal, E. P. Cincinnati, 1850 204. Lake Erie, Brownsville, 1851 130 Memphis, No. 2 do. 1852 303 Luzerne, do. 1852 180 May Queen, Monongahela, 1850 68 Liberty, Xo. 2 Alleghany City, 1852 30 Midas, Cincinnati, do. 1851 309 Lookout, Monongahela, 1853 176 Mediator, 1852 422 Lyon, Jauios, Belle Vernon, 1853 190 Monarch, Fulton, 1853 407 Latrobe, Brownsville, 1853 159 Miller, Nettie Smithland, 1554 146 Lazier, J. do. 1854 73 Marion, Louisville, 1854 133 Louisville, do. 1S54 155 Madona, do. 1853 95 Lynch, 1). Elizabeth, 1354 50 Magnolia Banner, do. 1855 151 Laimer, Gen. do. IB.W 92 Monticello, Freedom, 1852 117 Lebanon, Brownsville, 1855 226 Mosby, D, B. Cincinnati, 1849 293 Laclide, Calilbrnia, 1855 197 Music, Louisville, 1850 473 Louisa, Cincinnati, 1850 199 Magnolia, New Albany, 18511 744 Lancaster, No. 2 do. 1848 168 Morrisetti, do. 1849 650 Lolia, No. 2 do. 1851 134 Mcllea, 11, W. Louisville, 1853 323 Lady Pike, Wheeling, 1851 240 Madison, Cincinnati, 1853 399 Loo, Ben. Cincinnati, 1852 122 Moses McLellan, do. 1855 400 Lone Star, Louisville, 1854 126 Martha, No, 2 Shousetown, 1849 180 Lind, Jeuuy Zanesville, 1852 107 Movastar, Naples, 1849 140 Logan, Louisville, 1853 150 Mineaota, Elizabetbtown, 1849 149 Lark, Pittsburgh, 1853 45 Martha Jewett, Hannibal, 1852 408 La Belle, Wheeling, 1853 130 Mary C. Rockingham, 1852 158 Louisa, Paducah, 1851 81 Marengo, Pittsburgh, 1855 325 Lecompte, Louisville, 1855 238 Milburn, N. L. lowaville. 1853 76 Lake, Lizzie Smithland, 1855 54 New York, Monongahela, 1852 287 Latona, New- Xow Albany, 1850 397 Neptune, Brownsville, 1852 2U Leathers, T. P. -Memphis, 1851 435 North Star, Elizabeth, 1855 269 Lyon, Frank Louisville, 1851 447 Northerner, Cincinnati, 1853 400 Louisa, Cincinnati, 1851 394 Natchez, do. 1853 699 Laurel Hill, Xow Albany, 1853 498 Nebraska, do. 1854 683 Lancaster, Xo. 3 Cincinnati, 1855 257 National, Louisville, 1854 248 Lincoln, Monongahela, 1850 94 Niagara, New Albany, 1855 798 Lauglilin, James Gallapolis, 1853 188 Nicholas, Jane Wheeling, 1851 69 Linden, do. 1853 140 Nashville, New Albany, 1849 497 Landia, Joseph Cincinnati, 1853 377 New St. Paul, do. 1852 225 Lucas, Jas. H. Louisville, 1854 476 Noble, Wm. Cincinnati, 1849 350 Lewis, Henry Cincinnati, 1854 480 Nominee, Shousetown, 1848 213 Linda, do. 1855 167 New Lucy, St. Louis, 1852 417 Lorentz, Fred. Belle Vernon, 1855 236 Nile, St. Joseph, 1853 26 Lewis P. Linn. Pittsburgh, 1844 163 Obion, Christler's Ldg., 1851 62 Lady Franklin, Wheeling, 1850 206 Oakland, California, 1853 142 Luella, Nashville, 1851 162 Oswicheo, Elizabeth, 1853 212 Lind, Jenny, L. Winnebago, 1851 113 Ocean Wave, do. 1854 235 Larkin, Thos. H. St. Louis, 1855 1097 Ohio, Cincinnati, 1849 34S Lodo, Shreveport, 1855 60 Orb, Wheeling, 1854 226 Messenger, Pittsburgh, 1855 406 Oquawka, Wellsville, • 1855 48 McKee, John McKeesport, 1850 140 Orion, Wheeling, 1851 129 Magnolia, Elizabeth, 1850 161 Odd Fellow, Louisville, 1851' 173 Meigs, Gov. Freedom, 1851 145 Ophelia, New Albany, 1850 289 Malone, Fanny Elizabeth, 1852 87 Opelousas, do. 1852 101 Mail, U. S. do. 1852 196 Orleans, do. 1852 401 Monticello, Freedom, 1852 117 Ohio, No. 2 Marietta, 1855 197 McFaden, Jno. McKeesport, 1852 222 Ohio Belle, Madison, 1855 406 Mar, Helen California, 1852 180 Oceana, St, Louis, 1854 609 Manchester, Brownsville, 1853 293 Ogden, E. A, .do. 1855 400 Michigan. Elizabeth, 18.53 482 Patton, R. M. McKeesport, 1854 1.86 Morgan, Col. Brownsville, 1853 8;! Persia, California, 1852 255 Magnolia, Freedom, 1853 120 Prairie City, do. 1852 302 Montnuk, California, 1853 237 Park, James, do. 1851 258 Mansfield, Belle Vernon, 1854 160 Philadelphia, Shousetown, 1854 6U1 284 LIST OF STEAMBOATS. Names. Where Built. ■=3 Names. Where Built. 0^ 1. ^M a ^n g Pennsylvania, Shousetown, 1854 486 Star of the West, McKeesport, 1855 435 Parthenia, California, 1854 154 St. Louis, Brownsville, 1855 192 Progress, Shousetown, 1854 217 Sparhawk, G. W, Wheeling, 1851 243 Prairie Rose, Brownsville, 1854 248 Sciota, 2 Cincinnati, 1851 266 Princeton, Wellsville, 1854 96 Sydonia, do. 1851 235 Pringle, J. S. Brownsville, 1854 307 Swallow, do. 1851 337 Poe, Jacob Freedom, 1855 201 Stokes, K.K.,Gen. do. 1852 140 Prairie Bird, Jefifersonville, 1853 66 Sparhawk, Fanny do. 1852 259 Paull, James Fulton, 1853 70 Susquehanna, Elizabeth, 1852 404 Philips, Wm. Elizabeth, 1852 67 Sun, Cincinnati, 1852 158 Princess, Cincinnati, 1855 716 Strader, Jacob do. 1853 906 Planter, New Albany, 1852 182 Seventy-six, do. 1854 267 Pittsburgh, Shousetown, 1851 609 Switzerland, do. 1854 413 Pontiac, Cincinnati, 1850 269 Stark, Molly do. 1855 128 Post Boy, do. 1851 158 St. Paul, Wheeling, 1852 •226 Pearl, do. 1861 184 Somers, H. M. Evansville, 1851 116 Philips, Pittsburgh, 1848 67 Summit, Brownsville, 1850 144 Pike, Cincinnati, 1852 245 Southerner, Jeffersonville, 1853 393 Powell, R. W. New Albany, 1855 350 Sherman, W. A. New Albany, 1855 195 Polar Star, St. Louis, 1852 310 Sophia, Louisville, 1852 42 Pounder, Marietta, 1853 31 Scott, Thos. Elizabeth, 1849 50 Quaker City, California, 1863 214 Swan, Thos. Wheeling, 1853 661 Queen of the West Cincinnati, 1854 407 Shylock, Nashville, 1852 45 Retrieve, Elizabeth, 1850 204 Simpson, John Louisville. 1850 228 Rockaway, 2 do. 1850 325 Shriver, Thos. McKeesport, 1850 15-t Ranger, 2 West Newton, 1850 38 St. Charles, Cincinnati, 1850 311 Regulator, Shousetown, 1851 156 Storm, do. 1848 247 Ruby, West Elizabeth, 1851 163 Southern Belle, Louisville, 1861 525 Bay, Thos. P. Brownsville, 1852 66 Stacy, D. S. do. 1852 377 Return, do. 1852 219 Sweney, W. P. do. 1852 200 Royal Arch, West Elizabeth, 1852 213 St. Paul, St. Louis, 1846 358 Rescue, Shousetown, 1853 169 Sonora, do. 1861 363 Rosalie, Brownsville, 1854 158 Sass, R. F. Pittsburgh, 1855 238 Ranchero, Freedom, 1854 207 Sovereign, Shousetown, 1855 337 Rochester, Belle Vernon, 1855 199 Sarchet. Kate Louisville, 1855 184 Reliance, Shousetown, 1855 167 Swan, do. 1856 192 Red Fox, Pittsburgh, 1855 78 Sangamon, New Albany, 1853 86 Red River, Marietta, 1851 277 Stella Blanch, Paducah, 1853 203 Raymond, James Cincinnati, 1853 294 St. Mary, St. Louis, 1855 276 Republic, Brownsville, 1854 110 Trenton, Monongahela, 1851 144 Rainbow, ^ New Albany, 1854 487 Twin City, California, 1852 197 Reindeer, do. 1851 409 Troy, Brownsville, 1852 97 Raven, McKeesport, 1852 96 Tornado, do. 1853 93 Rodolph, Madison, 1855 273 Time and Tide, Freedom, 1853 131 Rock City, Nashville, 1854 147 Tropic, Brownsville, 1853 242 Robertson, Dr. do. 1854 226 Tennessee, Be.le Vernon, 1853 69 Relf, J. M. Louisville, 1851 158 Tampa, W. Brownsville, 1853 .190 Rosa, do. 1851 265 Two Brothers, California, 1854 193 Runaway, Alexandria, 1853 91 Tigress, Brownsville, 1854 176 Republic, New Albany, 1854 747 Tweed, J. P. Cincinnati, 1861 315 Statesman, Brownsville, 1851 250 Tiber, Marietta, 1851 184 Saranak, do. 1851 352 Tecumseh, Cincinnati, 1852 418 Salem, Monongahela, 1851 149 Telegraph, 3 do. 1853 760 Swamp Fox, Shousetown, 1851 281 Thomas, N. W. do. 1853 419 Susquehanna, Elizabeth, 1852 289 Tennessee Bellei Paducah, 1855 248 Simonds, John Freedom, 1852 1024 Tishomingo, New Albany, 1852 188 St. Clair, Elizabeth, 1852 321 Tatum, David Louisville, 1855 374 St. Nicholas, do. 1863 667 Trabue, James do. 1854 244 Snowden, Sam. McKeesport, 1853 175 Tompkins, John do. 1865 191 Streider, Jno. California, 1852 235 Trenton, Monongahela, 1851 154 South Carolina, Brownsville, 1853 194 Trabue, S. F. J. New Albany, 1854 677 San Antonia, Freedom, 1854 129 Touro, Judah do. 1864 333 Sultan, Mckeesport, 1854 339 T. C. Twichell, do. 1866 456 Sea Gull, Jeffersonville, 1854 187 Tempest, St. Louis, 1846 211 Sbangiss, California, 1854 185 Tiger, Sauk County, 1849 84 Swallow, do. 1854 198 Toledo, No. 2 Jersey City, 1851 81 Silver Wave, Glasgo, W. 1865 245 Unicorn, Brownsville, 1853 189 LIST OF STEAMBOATS". 285 Names. Where Built. •«1 M a Kamea. Where Bnilt a ^ 3 is« o H 209 is« Union, Cincinnati, 1852 Walsh, Edward, Madison, 1855 598 Umpire, j do. 1S55 111 White, L>uvid do. 1853 636 Uncle Sam, do. 185;? 2f>l Ward, Robt. J. New Albany, 1853 931 Umpire, Nashville, 1854 125 Wathen, A. Jeffersonville, ' 1853 158 Union, Wellsville, 184fi 31 Watts, Emma Faducah, 1853 111 Uncle Sam, Louisville, 1848 741 Wallis, P. C. Louisville, 1S55 230 Vinton, S. F. Lawrence Co., 1850 284 Wide-awake, Wellsville, 1855 40 Venture, Elizabeth, 1851 87 Woodruff, Jas. E. New Albany, 1855 512 Virginia, West Elizabeth, 1852 643 West, Sallie Louisville, 1853 286 Vienna, Monongahela, 185;? 170 Wright, H. M. Jeffersonville, 1852 356 Vermont, West Elizabeth, 1848 161 Wenona, St. Louis, 1852 247 Virogua, Monongahela, 1841) 92 Woodside, AV. G. Moundville, 1855 197 Victoria, Louisville, 1855 161 Wallace, Sir Wm. Pittsburgh, 1855 255 Vernon, Die St. Louis, 1850 447 Wenona, St. Louis, 1852 249 Winchester, Freedom, 1851 222 Wave, Elizabethtown, 1848 89 Watt, Jumes Monongahela, 18o:> "79 Westener, St. Louis, 1853 462 Washington City, Freedom, 1852 282 Winchester, Freedom, 1851 180 Wilson, Alex. Belle Vernon, 1854,215 Wisconsin, Rock Island, 1849 140 Winefred, Elizabeth, 1854 126 White Cliffs, Little River, 1854 160 Wenona, Belle Vernon, 1855 171 Yeatraan, W. T. Freedom, 1852 165 Whiteman, Lewis Cincinnati, 1851 .?19 York State, Brownsville, 1852 247 Winslow, R. H. Newport, 1851 3:?5 Young America, Monongahela, 1853 127 Wilcox, Cincinnati, 1851 260 Yorktown, Pittsburgh, 1853 144 White River, do. 1852 71 Young Sam. Shousetown, 1855 165 Wetumpka, do. 1852 313 Yorktown, Cincinnati, 1848 298 Wood, Aurilla, Wheeling, 1852 91 Yuba, Murraysville, 1852 348 Wayne, Mattie, Cincinnati, 1852 335 Young, Wm. C. Louisville, 1854 199 West, Charlie do. 185;? 286 Yazoo Belle, Jeffersonville, 1855 138 War Eagle, Fulton, 1854 297 Zanesvilie, Zanesvilie, 1860 71 Windsor, Fuiton^ 1854 200 % fist 0f SteamWats at HloHIt. a^ 1 ^ Si Names. Where Built. •2 3 a Names. Where Built. ■=■% a ?« a ^« a H Wilson, Cincinnati, 1851 260 Sallie Spann, Jeffersonville, 1852 190 Emma Watts, Paducah, 1851 111 Magnolia, do. 1852 326 Jeanette, Elizabeth, 1855 144 Cuba, Louisville, 1856 286 Advance, Shousetown, 1853 166 Messenger, do. 1852 390 Benj. Lee, Cincinnati, 1852 122 Heroine, Brownsville, 1851 94 Bloomer, Louisville, 1852 70 Octavia, Jeffersonville, 1852 185 Pink Toney, do. 1852 206 Forest Monarch, New Albany, 1848 215 S. S. Proutiss, do. 1854 272 Sallie Carson, do. 1852 206 Rescue, Cincinnati, 1854 76 P. Dal man. Louisville, 1851 365 Impire, California, 1854 153 Col. Fremont, Elizabethtown, 1850 75 Fairfield, Freedom, 1854 157 Emperor, Jeffersonville, 1848 397 Isabella, Jeffersonville, 1849 249 Coreo, New Albany, 1847 90 Azile, New Albany, 1852 132 Clara, Baltimore, 1841 94 J. R. Thompson, New Orleans, 1851 160 Champion, Cincinnati, 185;'. 158 Madison, Memphis, 1852 169 W. W. Fry, Jeffersonville, 1 849 165 Illinois Belle, McKeesport, 1854 148 Fashion, New Albany, 1851 296 Cuba, Mobile, 1856 42 Belle Gates, do. 1851 278 W. Jones. Jr., do. 1853 391 Lucy Boll, do. 1853 170 Wild Duck, Bilori, 1850 26 Col. Clay, New Orleans, 1851 296 Montgoinory, Cincinnati, 1851 315 Magyar, Jeffersonville, 1849 125 Jennie Beale, New Albany, 1852 231 Junior, Smitblaud, 1852 192 Empress, do. 1850 304 Pratt, ^i Report, 1847 293 Aerial, Jeffersonville, 1854 169 Swan, Louisville, 1850 444 Eliza Battle, New Albany, 1852 316 Natchez, New Orleans, 1853 383 Cremona, do. . 1852 268 Caaouchet, Providence, 1855 147 286 ' LIST OF STEAMBOATS i Besides forty-one boats on the stocks nearly completed. The actual carrying capacity of the boats here given, are about one-third more than the Custom-house measurement, which fvould make at a low estimate, the total tonnage in the Western rivers, 442,663 tons, and cost- ing over $19,000,000. - 68,400 Tons. - 41,000 " - 14,821 " - 51,212 " - 148,120 " - 111,140 '« 434,693 - - 442,663 Humhr of §Guh an tl^t f ahs. 120 Steamers, - - - , 118 Propellers, . - . ■ 40 Barques, - - - . 211 Brigs, - . - . - 608 Schooners, - - « ■ 290 Sloops and Scows, Tonnage, . . - Total tonnage on the Western RiverSf - Total Tonnage, ....... 877,356 Costing $16,198,421. DIMENSIONS OF THE AMERICAN LAKES. The greatest length of Lake Superior is 438 miles. The greatest breadth is 166 miles. Mean depth, 986 feet. Elevation, 620 feet. Area, 33,000 square miles. The greatest length of Lake Michigan is 364 miles. Its greatest breadth, 110 miles. Mean depth, 869 feet. Elevation, 590 feet. Area, 24,000 square miles. The greatest length of Lake Huron is 300 miles. Its greatest breadth, 163 miles. Moan depth, 811 feet. Elevation, 578 feet. Area, 21,000 square miles. The greatest length of Lake Erie is 256 miles. Its greatest breadth, 81 miles. Its mean depth, 86 feet. Elevation, 560 feet. Area, 68,000 sqare miles. The greatest length of Lake Ontario is 184 miles. Its greatest breadth, 65 miles. Its mean depth, 510 feet. Elevation, 264 feet. Area, 61,000 square miles. The total length of all five Lakes is nearly 1600 miles, covering an area altogether of upwards of 900,000 square miles. LLOYD'S STEAMBOAT DISASTERS. 287 EXPLOSION OF THE GLENCOE. On tlio 3d day of April, 1852, the Glencoe, Captain Lee, from New Orleans, arrived at St. Louis, and had just been moored at the levee, foot of Chestnut street, when three of the boilers exploded, with the most appalling and destructive effects. The sound of the explosion was heard in the most remote quarters of the city ; in the neighbor- hood of the levee the shock was like that of an earthquake, the houses for several squares around appeared to reel under the force of the con- cussion. The boat was crowded with people at the time ; the passen- c^ers were en^'ajrod in lookinf:^ after their bagcra";e, and numbers of citizens, hotel-runners, hackmen, &c., had pressed into the boat. There was a fearful loss of life, but the names and number of the killed are beyond the scope of 'inquiry, as many of the victims were strangers ; the bodies of a large number blown overboard were not recovered from the water, and many of the dead were so shockingly disfigured or torn to pieces that all recognition was out of the ques- tion. Fragments of wood, iron, and dead bodies were thrown to a surprising distance. The shock of the explosion drove the steamer far out into the river, and immediately afterwards she took fire, the furnaces having been dismantled, and the burniner fuel scattered over the decks. As the EXPLOSION OF THB OLENCOK. Glencoe floated down the stream, she presented a frightful spectacle. The whole forward part of the boat to the wheel-house, and down to the water line, had been swept away, and all the after-part was a com- mingled mass of timbers, freight, and human bodies heaped together 288 LLOYD'S STEAMBOAT DISASTERS. in tlie wildest confusion. The fire burned fiercely and spread rapidly. The spectators on the shore beheld men, women and children running, with phrensied gestures, from one part of the burning steamer to another, seeking some means of escape from the dreadful death which threatened them — some who had been caught between the falling tim- bers were writhing in agony, making inefi'ectual efi"orts to extricate themselves, and imploring others to assist them. Numbers of the crew and passengers were compelled by the advancing flames to throw themselves overboard ; some of these succeeded in reaching the shore, but many of them were drowned. In the meantime, several small boats were actively engaged in res- cuing the drowning people, and a considerable number were saved in this manner. The wreck finally lodged at the foot of Poplar street, where it burned to the water's edge, and then sunk, carrying down with it the ashes and bones of the dead. Near the spot where the explosion took place many dead bodies and dying persons were ex- tended on the levee. Thirteen mutilated corpses were soon after re- moved to the office of the Board of Health, that being the most con- venient place where they could be deposited. Twenty or thirty of the wounded were conveyed to the Sisters' Hospital. Others who were less injured, some with their faces scalded or blackened by the fire, "were running about the levee in a frantic manner, crying for assist- ance. The dead bodies of five persons who had been blown from the deck of the Glencoe were found on the steamer Cataract. They were dreadfully mangled, the limbs in some cases being torn from the trunk — heads were mashed and disfigured to a degree which defied all attempts at identification. The body of a woman was found on the levee stretched across a marble slab, (the top of a table which had also been blown from the boat ;) every bone in this corpse was broken, and " the limbs," says an eye-witness, " were so badly mangled that they could scarcely hang together." The body of Mr. John Denny, first clerk of the Glencoe, was found on the hurricane deck of the steamer Western World. Few external injuries were found on this body, but life was totally extinct. The body of a little girl, with the legs torn off, was recovered from the river. The dissevered leg of a man was picked up on the side walk in Commercial street ; the boot which remained on the limb, led to the recognition thereof as a part of the mortal remains of William Brennan, one of the engineers. Of the thirteen wounded persons who were sent to the hospital, three died during the night, and scarcely any of the others were believed to be curable. LLOYD'S STEAMBOAT DISASTERS. 289 Capt. Lee, his ladj and one of his children, left the boat as soon as she landed, and a very few minutes before the explosion. The Cap- tain's little son, ten years of age, who remained on board, was killed. Mr. A. R. Jones, a merchant of St. Louis, was instrumental in savins- a great number of lives. He obtained a yawl, and approached the burning boat near enough to take off a great many passengers. As an acknowledgment of his humane services in the time of danger and af- fliction, the steamboat men of St. Louis presented Mr. Jones with a handsome silver mug, bearing a suitable inscription. List of tue Killed. — John Denny, first clerk of the Glencoe ; Henry Balsar, pilot ; John Curtis Lee, son of the Captain, aged ten years ; Edward McCarty, hack driver, St. Louis ; Mrs. Schcnil, pas- senger, Memphis, Tcnn. ; (every bone in her body was broken, as mentioned in the preceding narrative ;) John Grey,* aged 12 years, a pedlar boy, from Memphis ; William Brennan, assistant engineer ; a family, consisting of a man, his wife and tlfree female children, names unknown ; George W. Rolfe, runner at the American Hotel, St. Louis; David Cree, Belfast, Ireland ; George Reeder and James Wile, runners at the Virginia. Hotel ; a woman, name unknown ; and many others, whose bodies could not be identified ; making a total of sixty killed. Badly Wounded. — William Callahan, fireman : Jesse H. Harrin"'- ton, passenger, Cook county, HI. ; Samuel High, a citizen of St. Louis, who wont on board after the boat arrived ; Thomas Carroll, pas- senger, Liverpool, England ; Frederick W, Burlog, German emigrant; Thomas Donahoe, Dubuque, Iowa ; Patrick McLaughlin, New York ; Daniel B. Hcnman, Gibson county, 111. ; James McLean, Ohio ; ^lichael Dunn, one of the boat's crew ; Sarah Matthews, passenger, aged thirteen, mortally wounded ; W. B. Catherwright, passenger, Mis- sissippi ; William Brathwed, an Englishman ; (he had with him $1,900 in specie ;) George Buchanan, engineer. Slightly Wounded. — Mr. Lane, bar-keeper ; Mr. Studdiford, Ohio; Francis Cafferty, hotel runner ; Thomas Foley, assistant engineer. Very few of those who were badly wounded lived twenty-four hours after the accident. In addition to those mentioned in the forefToinof o o list, some of the wounded were conveyed away by their friends, and their names were not ascertained. Two or three steamboats which lay near the Glencoe, were much damaged by the explosion. A lady from Illinois was killed in her state-room in the steamer Cataract, which lay next to the Glencoe. 19 290 LLOYDS STEAMBOAT DISASTERS. EXPLOSION OF THE SALUDA. The Saluda exploded on Missouri river, near Lexington, April 9tli, 1852. It appears that this boat had been detained in the neighbor- hood of Lexington for four days, by a strong tide. Several of her pas- sengers left her to seek other conveyance. On the day above men- tioned, the Captain made another effort to stem the current. The steamer left the landing at half past one o'clock, A. M., and five min- utes after, the boilers exploded with such tremendous effect that the ■'"^-■■'i EXPLOSION OP THE cabin and all the Tvood-work forward of the wheel-house were com- pletely demolished, and not a piece of timber was left above the guards. The boat sunk within a fevf minutes. The books were all lost, and the names of all the passengers who were killed by the explosion or who sunk with the boat could not be ascertained. The number of those vrho perished is estimated at one hundred. The commander, Capt. Belt, who was on the' hurricane roof, was blown high in the air, and fell against the side of a hill in Lexington, at least one hundred feet from the wreck. The second clerk^ Mr. John Blackburn, was standing on the boiler-deck, and was also blown on shore, to a considerable distance from the boat. He was taken up dead. It may be mentioned as a melancholy coincidence, that a brother of this gentleman, (E. C. Blackburn,) was killed by the acci- dent on the Pacific railroad in November, 1855. Tiicy were both highly esteemed by all who knew them. The mutilated bodies of a large number of the passengers of the Saluda were found in the streets of Lexington. Charles Labarge and Louis Gareth, the pilots, and Messrs. Clancy and Evans, the engineers, were lost. Their bodies were blown into the river, and were never recovered. One of the surviving passengers lost his wife and seven children. A lady was deprived of LLOYD S STEAMBOAT DISASTERS, 291 licr husband and three chihli-en. Such was the force of the explosion, that a part of the boiler passed throu_i];h a Avarehouse on the Avharf, and quite demolished it. The citizens of Lexington subscribed $1,000 for the relief of the sufferers. The accident is ascribed to the negligence of the engineer. Killed. — Mr. Layncll, second bar-keeper ; Mr. Nash and Mr. Mc- Clency ; E. S. Ilalfer, second engineer ; Mr. Loggett ; Mr. "Way- ley ; J. Brick ; Mrs. Dunbar and child ; Mrs. McGehas and child ; tvro children of Mr. Rollins ; two Messrs. Baylcy ; two second clerks; a first engineer ; two pilots ; Mr. ]\IcAllister ; W. II. Bridges ; -five firemen, and many others, names unknown. Many of those who per- ished were Mormons. Sixteen persons were wounded, two of them mortally ; names not mentioned. COLLISIOX OF THE SULTAXA AND ^lARIA. These boats came in collision on the Mississippi, seven miles below Natchez, November 21, 1846. The bow of the Sultana struck the Maria opposite her boilers, throwing them out of their place, and breaking the connection pipe and much of the wood-work, causing the COLLISION OF THE SULTANA AND MARIA. boat to sink within five minutes. About thirty lives were lost, and several persons were scalded with more or less severity. Killed. — Garret Bennis, James Slemmon, Wm. Morcland, John Ross, Dennis McArtney, John Stearalon, Wm. English, Frank Roberts, Peter Mattis, Peter Valenicr, and perhaps twenty others, names un- known. Wounded. — Wm. Leahey, Samuel Buzzy, Patrick Kcnncy, John B. Fleminir. Jfast €xmt Ulah bg Sttumkats THE WESTERN RIVEES. FROM NEW ORLEANS TO LOUISVILLE— DISTANCE 1480 MILES. May, 1815, Steamer Enterprise made the Trip in April, 1817 « Washington Sept., 1817 it Slielby May, 1819 « Paragon Nov., 1823 « Tecumseh April, 1834 « Tuacarora Nov., 1837 « General Brown <( <( « Randolph u u (( Empress Dec., 1837 (( Sultana April, 1840 (C Edward Shippen " 1842 « Belle of the West « 1843 « Duke of Orleans « 1844 « Sultana May, 1849 (( Bostona June, 1861 « Belle Key May, 1852 « Reindeer « « « Eclipse May, 1853 « A. L. Shotwell Days. Hours. Minutes. 25 2 40 25 — — 20 4 20 18 10 — 8 4 — 7 16 — 6 22 — 6 22 — 6 17 — 6 15 — 5 14 — ' 6 14 — 5 23 — 5 12 — 5 8 — 4 23 — 4 20 45 4 18 — 4 10 20 And in the same month and year, the steamer Eclipse, E. T. Sturgeon, Master, 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 woeld. ECLIPSE'S TIME FROM NEW ORLEANS TO Donaldsonville Baton Rouge Natchez Grand Gulf Vicksburgh - Columbia Napoleon Helena - Memphis Cairo Evansville - Louisville Days. Hours. Minutes. . . — 5 42 . . — 9 27 . . — 19 46 • , . -^ 24 25 . • — 23 11 . , . . — 40 8 . . — 44 12 . . 2 3 38 • 2 9 55 . . . 3 4 4 . y . 3 18 24 . « 4 9 30 FROM NEW ORLEANS TO ST. LOUIS-DISTANCE 1200 MILES. Days. Hours. MInntes. 1840, Steamer J. M. White made the Trip in 3 23 — (292) FAST TIME ON WESTERN RIVERS. 29a FROM NEW ORLEANS TO NATCHEZ— DISTANCE 300 MILES. May, 1814, Steamer Orleans made thi July, 1814 " Comet May, 1S15 « Enterprise April , 1S17 « Washington Sept., 1817 •< Shelby May, 1819 « Paragon Nov., 1828 i< Tecumseh April, , 1834 tt Tuscarora Aug., 1838 tt Natchez « 1840 i< Edward Shippcn u 1842 tt Belle of the West tt 1844 tt Old Sultana tt 1851 tt Magnolia May, 1853 tt A. L. Shotwcll « 1853 tt Southern Belle cc 1853 tt Princess, No. 4 u 1853 tt Eclipse Aug., 1855 tt New Princess it 1855 tt New Natchez Daj-s. Uours. Minutes. 6 6 40 5 10 — 4 4 3 11 20 20 3 8 — 3 1 20 1 21 — 1 17 — 1 8 — 1 18 — — 19 45 — 19 50 — 19 49 — 20 3 — 20 26 — 19 47 — 18 53 — 17 30 FROM NEW ORLEANS TO CAIRO, MOUTH OE THE OHIO RIVER— DISTANCE 1000 MILES. , Days. Hours. Jlinntcs. May, 1S53, Steamer Eclipse made the Trip in 3 4 4 " " A. L. Shotwell " 3 3 40 FROM LOUISVILLE TO CINCINNATI— DISTANCE 150 MILES, Days, 1 1 1818, Steamer General Piko made the Trip in 1819 « Paragon 1822 <( Wheeling Packet 1837 ti Moselle 1843 tt Duke of Orleans 1843 It Congress 1846 tt Benj. Franklin, No. 6 1852. tt Alleghany 1852 . tt Pittsburgh 1853 tt Telegraph, No. 3 [ours. 16 Minul 14 20 10 — 12 — 12 — 12 20 11 45 10 38 10 23 9 52 [LES. 49 hours. . 47 tt m it - 43 It FROM LOUISVILLE TO ST LOUIS— DISTANCE 750 MILES, 1843, Steamer Congress made the Trip in - 1854 " Pike " 1854 " Northerner " - - 1855 " Southerner " - - FROM ST. LOUIS TO ALTON— DISTANCE 25 MILES. 1853, Steamer Altona made the Trip in 1 hour and 25 minutes. FROM ST. LOUIS TO ST. JOSEPH, (MO. RIVER,)— DISTANCE 590 MILES. 1853, Steamer Polar Star made the Trip in 64 hours. FROM CINCINNATI TO PITTSBURGH- DISTANCE 480 MILES. 1850, Steamer Telegraph, No. 2, made the Trip in 41 hours. 1851 " Buckeye State " 40 " 1852 " Pittsburgh " 39 " MINOE DISASTERS. CoNVOT. — The stenmboat Convoy was burnt ten miles above Natchez, April 29th, 1849. Two persons, who jumped overboard, were drowned. The boat was a total loss. Andrew Fulton. — The steamboat Andrew Fulton, on her way from New Orleans to St. Louis, was wrecked on the Plateau Rocks, March 1st, 1849. Three passengers were drowned. Keokuk. — Tho steamboat Keokuk was snagged at the foot of St. Genevieve island, on the Mississippi, August 29th, 1814. She sunk in three fathoms water. One cabin passenger, and ten or twelve deck passengers, names unknown, were drowned. Glide. — The steamboat Glide, Capt. Delzell, exploded on the Mississippi, August 10th, 1844. A passenger was blown overboard by the explosion, and no effort was made by the crew to save him, although he floated for some time, and called for assistance. The Glide had no small boat. St. Charles. — The steam ferry boat St. Charles, exploded near the Levee at St. Louis, December 7th, 1844. "Mr. Bell, a passenger, was mortally wounded; and several other persons were slightly injured. Western. — The steamboat Western, on her way from Pittsburgh to St. Louis, came in col- lision with the steamer Aliquippa, which struck her in the middle and nearly cut her in two. Several children were drowned. The boat cost $16,000, and was insured for $10,000. Shark. — The tow-boat Shark exploded near New Orleans, .January 6th, 1846. The Captain's brother, Mr. Whon, was instantlj' killed. Mr. Kew, first engineer, and a fireman, were mortally wounded. Three other persons were badly scalded. Stren. — The steamboat Syren exploded near Chattahoochie, February Sth, 1845, while taking in freight. Ten of tho crew wore killed. The boat sunk and the cargo was all lost. Red Rover. — The steamboat Red Rover came in collision with the steamer Ruby at Fort Stoddart, on the Alabama river, forty miles above Mobile, March 9th, 1845. The Ruby sunk immediately, with all her freight and $10,000 in specie. Two persons were drowned. Persian. — The steam tow-boat Persian exploded twenty-two miles below New Orleans, Oc- tober 24th, 1845. C. Cruler, first engineer, and George Clinton, mate, were killed instantly ; and eight persons were badly scalded. Potomac. — The steamboat Potomac, from New Orleans, bound for Nashville, exploded at Choctaw Pass, January 9th, 1845. Two deck hands were killed, and three other persons seriously injured. Simon Kenton. — The steamboat Simon Kenton burst a connection-pipe, August 2Sth, 184T, while lying at tho wharf at St. Louis. A German woman attempted to jump into tho yawl with her infant in her arms. The child fell into the river and was drowned. Four persons were scalded severely. Cleveland. — The steamboat Cleveland, running between Pittsburgh and Beaver, collapsed two flues, June 14th, 1844. The cook and a colored man were killed, and five persons were dangerously wounded. New ILvMPsniRE. — The steamboat Now Hampshire, on her way from New Orleans to Little Rock, Ark., May 1st, 1849, exploded all her boilers, forty miles below the place last men- tioned. Twelve persons were killed, viz. : George T. Allen, first clerk; Alexander McComas, pilot; James Van Dyke, mate ; four negro firemen, awheel man, the second steward, a cabin- boy, Charles Radcliffe, carpenter, Mr. Berring, a cabin passenger, and a deck band, name un- known. The boat was totally wrecked. (294) LLOYDS STEAMBOAT DISASTERS. 295 LoriBiiV^A. — Tho steamboat Louisiana cxploJed ono of her boiler?, August 12th, 1S44, killing seventeen persons, viz: 'William Smith, Henry Fiuloy, J. Goodman, John Henry and Jacob Cross, and twelve U. S. soldiers, names unknown. The explosion took place liftcen miles above Biiyou Sara. Swan — The steamer Swan burst two of her boilers near New Orleans, August 16th, 1844, killing William Andrews, pilot, Robert Elliott, bar-keeper, Peter Aimes, steersman, and a negro fireman. The Captain and several other persons wore badly scalded. Caspian. — Tho steamboat Caspian struck a snag at tho foot of Island No. 25 on tho Missis- sippi, December 11th, 1845. She sunk in fifteen feet water. Forty German emigrants were drowned. Dknizen. — The steamer Denizen, Capt. Rhodes, exploded thirty miles below Vicksburg, November ;{Oth, 1845. Capt. Rhodes was killed, and a cabin passenger badly wounded. Malon. — The steamer Malon sunk in tho Ohio river, near Paducah, September 12th, 1854, Thirty-five deck passengers and one cabin passenger were drowned. PucENix. — The steam tow-boat Phoenix blew up near Now Orleans, May 2flth, 1843, killing a Mr. Hall, and two other persons, names unknown. Pehuvia.v. — The steamer Peruvian burst all her boilers, June 7th, 183.3, while on her way from New Orleans to Louisville More than fifty persons were killed. Fashion No. 2. — The steamboat Fashion No. 2 collapsed a flue on the Monongahela river, near Pittsburgh, December 20th, 1850, killing Joseph Carroll and A. Lightle, passengers, Isaac Peebles, assistant engineer, a son of tho Captain, and James Louderback, fireman. Several persons were scalded. Fdsileer. — The steamer Fusileer exploded both boilers near Attakopas, on tho jMississippi rivtT, December 30th, 1S52. The first mate was killed ; the Captain was badly wounded. Hercules. — The steam tow-boat Hercules was badly damaged by coming in cont.act with tho brig Ermon, December 2Clh, 1823, on the JMississippi river, below Now Orleans. Three of the crew were drowned. FiNANCiEK. — The steamboat Financier exploded on tho Upper Mississippi, October 2d, 1850, killing Mr.King, son of the Captain, and William Greene, second engineer. Tho car- penter and cabin-boy were scalded. Meteoii No. 3.--The Meteor No. 3, on her way from Red River to New Orleans, was burned to the water's edge and sunk fifty miles above the last named city, October 11th, 1850. Threo colored nien were drowned. Tippah. — The steamboat Tippah, on her way from Tallahatchie river to New Orleans, was burned twenty-five miles aWvo Vicksbiirgh, January 7th, 1852. The second engineer was drowned. Mrs. Butler, the Captain's wife, swam ashore. CoLUMECS. — The steamboat Columbus collapsed a fiuo on tho Mississippi, May Gth, 1850, killing ono man and wounding twelve others. May Queen. — The steamboat May Queen collapsed her flues on the Arkansas river, on February ICth, 1852. Twelve persons were killed, and seven were badl^' wounded. Mahy Kixgslani). — Tho steamboat JIary Kingsland exploded, for the third time in her his- tory, on the Istof March, 1852. George Ilainey, second engineer, and two others, names un- known, were killed; George Swilcr, pilot, was mortally wounded ; and several other persons were severely injured. Princess. — The steamer Princess was burned, two miles below Fort Ad.lms, on tho Jlissis- sippi, October 8th, 1851. Tho persons killed were, Mrs. Weise and child, and Miss Wilson, passengers; George Brantz, a deckhand, and five negroes. Magnolia and Malumka. — Tho steamers Magnolia and Malumka came in collision on tha Alabama river, February 16th, 1854. Threo lives were lost. Sylvester Webster. — Tho steamer Sylvester Webster capsized August ISth, 1854, on the Mississippi river, thirty-five miles below Now Orleans. Tho captain and two female pas- sengers were drowned. Buckeye State. — The steamer Buckeye State burst a steam-pipe on tho Ohio river, March 25th, 1852, scalding threo passengers severely. One of them jumped overboard and was drowned. 296 LLOYD'S STEAMBOAT DISASTERS. GiPSEY. — The steamer Gipsey was burned, December 7th, 1854, near the mouth of New river. Dr. Ilarker and his son and daughter perished in the flames. Four other persons were burned to death or drowned. Medore. — The steamer Medore blew up on the Jlississippi, April 12th, 1S42. John R. Boono was killed. Douglass. — The steamboat Douglass burst a steam-pipe, near New Madrid, mortally wound- ing a child of Dr. HofTmMn, and two children of Mrs. Jlontgomery. Mr. C. Lemard of Louis- ville, and a slave of Dr. Hoffman, were killed instantly. Several passengers were badly scalded. West Wind. — The steamer West Wind collapsed a flue at the mouth of the canal near Louis- ville. Killed, — Mrs. Dothart and sister, St. Louis ; Mr. Sadwood ; an old man from St. Louis, name unknown; Mr. Vidonc, St. Louis. Several passengers were wounded. Collision or the Farmer and Scioto Valley. — The steamers Farmer and Scioto Valley came in c^lision, November 20th, 1842, twenty miles below Louisville. The Farmer was sunk and three deck hands were drowned. MuNROE. — The steamer Munroe was sunk in the night of March 20th 1S54, ten miles above Natchez. Thirty persons were drowned. Collision of the Meteor and Paris. — The steamboat Meteor was struck by the Paris, abaft the wheel-house, August 24th, 1S4S, when five miles below Stevensport. The Meteor sunk immediately. Four or five German deck passengers were drowned. Brooklyn. — The steamboat Brooklyn collapsed a flue, March Cth, 1847, twenty miles below Vicksburg. P. Feinan, fireman, and 11. Concle, German passengers, were killed. Clinton. — The steamer Clinton was burned, March 23d, 1847, five miles above Bonne Care, on the Mississippi. Two deck passengers, the second mate, (Mr. AVearer,) the bar-keeper, the cook and the chambermaid, were lost. SuroN Kenton. — The steamer Simon Kenton, on her way from Quincey to St. Louis, April 4th, 1847, broke a connection-pipe. A. Mead, deck hand, was mortally wounded. Collision of the Wji. R. King and Winona. — The steamers Wm. R. King and Winona came in collision on the Tombigbee river, February 5, 1847. The former was sunk and two persons were drowned. Medora. — The steamer Jledora exploded below Point Hudson, on the Mississippi river, March IS, 1847. Four persons were killed and three others were wounded. National. — The steamer National was burned at the mouth of Kentucky river, March 20, 1847. The clerk was killed. Palmyra. — The steamer Palmj'ra struck a rock near the Upper Rapids, Mississippi river November .3, 1838. One life lost. Jajies Pitcher. — The steamer James Pitcher was burned to the water's edge, November 29, 1846. One person killed. Wave. — The steamboat Wave was burned near Pern, on the Illinois river, Juno 21, 1837. A French gentleman, name unknown, was drowned. De Witt Clinton. — The steamboat De Witt Clinton, on her way from New Orleans to Pittsburgh, January 25, 1852, struck a snag eight miles below Memphis, and sunk in 15 feet v,-ater. All on board were drowned, except one fireman and the officers of the boat. Thirty- si.x lives were lost. Louisiana. — Tlie steamer Louisiana, while racing with another boat on Lake Pontcliartrain, May 7, 1849, collapsed a steam pipe. Four persons were killed instantly, and six others were badly scalded. Governor Bent. — The Governor Bent, an Arkansas river boat, exploded all her boflers near Island No. 76, on the Mississippi, May 12, 1849. One fireman was killed. A few mo- jnents before the explosion, all the crew were seated on the boiler-deck, when their attention was attracted to a rat, which they all pursued, except ono man, and ho was killed. Had the rat not appeared at that moment, many lives would have been lost. Wyandotte. — The steamer Wyandotte was totally wrecked on the Mississippi, above Vicks- burg, November 21, 1848, Thirty of the passengers and crew perished. LLOYD'S STEAMBOAT DISASTERS. £97 Collision of the Marengo and UAnnY IIill. — Tho steamers Marengo and Harry Hill came in violent contact, on tho Mississippi, below Natcliez, November 30, lSi8. The Marengo sunk and three of her crew were drowned. Ameuica. — The steamboat America exploded fifteen miles below Madison, Ind., on tho Ohio river, December 19, 1S48. Four persons were mortally wounded, and ten others were much injured. Charter Oak. — Tho steamboat Charter Oak was destroyed by fire, near Bailey's Landing, on the Mississippi river, April 12, 1848. Many of tho passengers were lost, and others se- verely wounded. Kenney. — The steamer Kenney exploded in the Tombigbco rivor, (Alabama,) Juno 5, lS-i8. Fifty of the crew and passengers were killed or missing. Collision op the Sultana and Gray Eagle. — A collision took place between the steamers Sultana and Gray Eagle, at Island No. 35, on tho Mississippi, June 13, 18i8. Two men be- longing to the Gray Eagle were killed and five were wounded. Hardee. — The steamer Hardee burst her connection pipes, on Missouri river, thirty miles above Weston, September 6, 1849. Captain G. Fishback was instantly killed ; Geo. Martia the pilot, was mortally wounded, and several others were badly scalded. Carrollton. — Tho steamer Carrollton, going from New Orleans to Vicksburg, was blown np near Baton Itougc, October 1, 1835. Eight persons were killed instantly, and seven others were mortally wounded. Big Hatchie. — The steamboat Big Hatchie exploded one of her boilers at Harmon's Landing, 100 miles above St. Louis, on the Mississippi, July 25, 1845. A passenger, named Hoylo, was instantly killed, and a son of Mr.' Ludlow, Manager of St. Charles Theatre, New Orleans, mortally wounded. Several other persons, names unknown, are supposed to have been killed. Collision of the R. B. Gilmore and Delaware. — The steamboat R. B. Gilmore was wrecked and sunk by coming in collision with tho steamboat Delaware, on the Ohio river, below Louisville, April 15, 1S3S. Several passengers, names not reported, were drowned. EuTAW. — The mail-boat Eutaw, running between Wheeling and Steubenvillo, collapsed a flue, April 23, 1838, causing the death of a fireman. Several persons were badly scalded. Dacotah. — The steamboat Dacotah exploded at Peoria, 111., August 20, 1851. She was bound for Minnesota. Eleven persons were killed, viz. : — Mr. Haywood and three children ; Wm. Baker, wife and child; H. Foster; C. Van Sycle ; three children of B. Wordsworth; H Bains and Wm. Mofl'att. Echo. — The steamboat Echo collapsed two flues at Bayou Sara, May 20, 1851, killing three of the crew, and wounding five others. Financier. — Tho steamer Financier exploded on the Mississippi, near Alton, October 12, 1850. The mate and tho Captain's son were killed. Several of the crew were badly scalded. Duncan. — Tne steamer Duncan blew up on Savannah river, June 8, 1841, killing three ne- groes. The boat was burned and sunk. Pike. — The steamboat Pike was sunk, September 5, 1840, by coming in contact with tho steamer Fayette, two miles below Alton, 111. Seven persons were known to be lost. Farmer. — The steamboat Farmer collapsed a flue, on the Mississippi, above New Orleans, Nov. 2", 1840. Mr. Berry, second engineer, and a german deck passenger were killed. Chester. — The steamer Chester, Captain Cable, on her way from New Orleans to St. Louis, collapsed two flues, twenty miles above the first-named place, on tho first of July, 1840. The mate and a deck hand were blown overboard and drowned. Edna. — The steamboat Edna exploded, July 3d, 1842, at tho mouth of Missouri river. Fifty passengers, (German emigrants,) were mortally wounded. Amos Crocker. — The steamer Amos Crocker was sunk, April 27th, 1849, in Red Bayou. One life was lost. Embassy. — The steamboat Embassy, from Pittsburgh to St, Louis, collapsed two flues at Three Mile Island, June 9, 1849. Ten persons were killed and twenty-fivo wounded. Iron City. — Tho Iron City struck some floating ico near St. Louis, December 31st, 1848. Uer bow was broken so as to cause her to sink immediately. Five of the crew were drowned. 298 Lloyd's steamboat disasteks. BURNINa OF THE BULLETIN NO 2. The steamboat Bulletin No. 2, Capt. C. B. Church, was burned on the Mississippi river, near Islands No. 96 and 97, March 24th, 1855. A large quantity of cotton was among the freight, and this highly com- bustible article caused the flames to spread rapidly. The boat was run ashore as quickly as possible ; but as soon as she struck the bank, she bounded back again, and floated down the river until consumed to the level of the water. The surface of the river was covered with floating bales of ignited cotton ; and many persous who had leaped overboard, while attempting to save themselves by clinging to these fiery masses, were severely burned. One of the cabin passengers stated that he was BURNING OF THE BULLETIN NO. sitting on the hurricane deck when the fire first appeared, and before he could get a bucket of water to throw on it, the whole boat seemed to be in a blaze. If the force pumps had been in good order, (which was not the case,) the flames could easily have been suppressed. An eye-witness thinks that the boat and the lives of many passengers could have been saved, if gum clastic hose had been provided for suck an emergency. Certainly it shows shameful and criminal neglect on the part of the Captain or owners, when a steamer is Avithout such ap- paratus. While the boat was burning, the passengers were greatly ex- cited and dismayed ; but we have one instance of surprising coolness, whether it proceeded from courage or stupidity, we will not pretend to say. A gentleman was standing in the cabin with perfect composure Lloyd's- steamboat disasters. 299 and apparent unconcern while the fire was making rapid progress in every direction. Capt. Church advised this stoical person to take off the door of a state room and endeavor to save himself thereon. "Make yourself easy, Captain," was the calm response, "I am safe enough !" And, sure enough, he was saved. This anecdote reminds us of one which is told of a celebrated gambler, who leaped from a burning boat into the Mississippi, exclaiming, " Now, gallows, save your own !" Some of the passengers of the Bulletin succeeded in leaping on shore from the forecastle at the moment the steamer struck the land ; but a large majority, who were in the after-part of the boat, were cut off from this means of escape. Capt. Church and all the other officers of the boat faithfully used every effort to save the passengers, and the Cap- tain remained so long on board for this purpose, that his own life nearly became the sacrifice of his fidelity. When driven by the flames from the last refuge on the wreck, he threw himself in the water. The boat had drifted out to such a distance from the shore, that he would infallibly have been drowned, had not a skiff, which happened to be near, come to his assistance. List of those who Perished. — Mr. Swick, Boston ; C. Denny, deck hand ; J. B. Williamson, New York ; Jesper Brown, Friar's Point, Miss. ; Orville Hill, Nashville ; B. Handwerkt, Memphis, Tenn. ; John McConican, North Carolina ; Evans Gwynn, Columbus, Ohio ; a negro girl belonging to J. M. Craig, Arkansas ; Nathaniel Carter, barber ; Stephen Tareter, cabin-boy ; four negro firemen, belonging to Capt. Church ; several do. belonging to W. L. Porter, New Orleans ; one negro fireman belonging to Mrs. Reinhart, Memphis, Tenn. ; one do. belonging to J. II. Upsham, of same place, and an assistant en- gineer. 300 LLOYD'S STEAMBOAT DIRECTORY, SKETCH OF CHICAGO. SiTUATtox. — This City, which is destined to become the chief commercial emporium of the North West, is situated on the South Western shore of Lake Michigan, and on both sides of Chicago River, two hundred and seventy-eight miles W. by S. of Detroit; one hundred and eighty milea E. by S. from Galena ; and four hundred and ten miles, by water, from St. Louis, in Lat. 41° 52' 20" N. Lon. 87° 35' W. The site of Chicago is perfectly level, of sufficient elevation to be secure from those periodical floods which occasionally visit the Western coun- try, and extensive enough to afford an ample area for the growth of the most rapidly improv- ing city on the American continent. Description. — The City is separated into three sections by the North a^d South branches of Chicago River. The main stream flows directly Eastward; it is about seventy-five yarda wide, and with a depth of from fifteen to twenty feet, forms the best natural harbor on the Lake. Chicago is regularly laid out, the streets intersecting at right angles. The chief busi- ness portions of the City are on the Southern side of the river, where substantial piers have been extended into the Lake, and many largo warehouses have been erected. Gas has been introduced into the City, and the streets are well illuminated, and paved, in many places, with plank. One of the principal streets, Michigan Avenue, extending along the Lake, is ornamented with shade trees, and presents a fine and noble appearance. Wabash Avenue is another elegant street, running parallel with the one just mentioned, and shaded in a similar manner. The surrounding country is surpassingly beautiful and in a fine state of cultivation, variegated with fields and groves, the whole presenting a scene of Arcadian loveliness. Public Buildings and Institutions.— The Court House of Cook County is a magnificent building, constructed of limestone from the Lockport quarries. A prison is situated in the basement of this edifice, above which the County Offices are located, and on the next floor above, are the court rooms and town hall. The Marino Hospital is an extensive and sub- Btantial brick building, admirably fitted for the purpose required. At the corner of Wabash and Washington streets, is situated the Second Presbyterian Church, an imposing structure in the Gothic style, with a steeple and spire two hundred foet high. This is one of the finest specimens of ecclesiastical architecture in the United States. It is built of stone of strongly contrasted colors and presents a striking and unique appearance. A new Catholic Cathedral will shortly be finished, the cost of which is estimated at $200,000. Chicago has between sixty and seventy churches belonging to various religious sects. The city contains seven banks and some twenty or thirty printing offices, with a sufficient number of daily and weekly newspapers. Educational institutions abound; there are nearly sixty schools, public and private. A Medical College was established in 1842, At the present time it has six or eight crofessors and about one hundred students. COMMERCE. — Certain enthusiastic predictions concerning the commercial prosperity of Chi- cago have been more than verified ; but when we glance at the geographical position of this city, it is no longer a matter of surprise to find its commerce more progressive, as we may safely say, than that of any other city in the world. Look at its position, so perfectly adapted to communication, by means of the Lakes, with the Atlantic cities ; behold its means of access through the Illinois and Michigan Canal, one hundred miles in length, to the agricultural treasures of the Mississippi Valley ; and see how it is prepared to grasp, bj means of the Ga- lena and Chicago Railroad, all the mineral stores of Iowa and Wisconsin. Chicago has di- rect steam communication with New York, by means of' the Michigan Central and Michigan Southern Railroads, which were completed in 1852. Uninterrupted railroad comniunicatioi will shortly bo established between Chicago and Cincinnati; and many other r.iilway line% (301) 302 LLOYD'S STEAMBOAT DISASTERS. from various points, are in rapid process of construction. The total number of miles of rail- ■way centering in Chicago, now completed and in operation, is 2,933 the total number of miles projected and to be completed in six years, or less time, 6,449. The total earnings of the railroads leading into the city, for the year 1855, were $13,298,201 09. The total receipts of grain in Chicago, for 1855, were 20,487,953 bushels ; total shipments of grain from that port for the same year, 16,633,813 bushels. Total value of beef packed in Chicago, for the same year, $1,152,420 96. Receipts of lumber at the port of Chicago, for the same year, 326,553,467 feet. Total number of vesels arriving at the port of Chicago during the year 1855, 5,410. Total tonnage of vessels arriving at this port during the same year, 1,608,845. Amount of imposts on foreign goods received at the Chicago Custom house, in the same year, $296,844-75, Chi- cago is now acknowledged to be the principal grain emporium in the world, and European purchasers have ascertained that it is most advantageous to them to buy largely in this mar- ket. The lumber trade of Chicago is also of astonishing magnitude, as will appear from the above statistics. If the commerce of Chicago should continue to increase for the next ten, or even five, years, in the same ratio which has been observed in the preceding five years, this Western city will have scarcely a commercial rival on the borders of the Atlantic. Manufactures. — All who have any acquaintance with the requirements of the country with which Chicago is commercially connected, will perceive that she is destined to become an extensive manufacturing community. Already a vast amount of capital is invested in this branch of productive industry. The principal articles manufactured are steam engines, rail- way cars, agricultural implements, gas pipes, flour, leather, lumber, lard oil, &c , Ac. General Business op Chicago. — There are a multitude of large and flourishing business establishments in this city. In the wholesale grocery line^ Messrs. Reynolds, Ely & Co., do an immense business, amounting to $100,000 per month .' They have been established in the city for seven years (which in such a progressive place as this, is considered quite an age) and when they commenced there was only one other jobbing house in Chicago. Their business has kept pace with the astonishing progress of the city itself. The site of their warehouse is at " Reynold's and Ely's block," corner of Water street and Michigan avenue. In the whole- sale drug department, Messrs. Penton & Robinson, No. 15 S. Water street, occupy the most conspicuous position. They trade in all articles connected with the who'.esale jobbing drug business. As a manuficturer of superb and magnificent furniture, Mr. W. Hutehings, No. 151 Randolph street, stands pre-eminent. Furniture for the parlour, library, dining room and chamber, including a fine assortment of piano fortes are made by him in the New York style, and are furnished at New York prices. As importers, jobbers and c-mmission merchant?, in staple and fancy dry goods, Messrs. Stacy & Thomas, No. 203 South Water street, are deserv- edly celebratod. Messrs. Ward, Doggett & Co., No. 133 South Water street, are the principal operators in the manufacture and sale of boots and shoes. The most prominent position in the bat, cap, fur and straw goods business, is occupied by E. R. Kellogg & Co., No. 167 Water street. Messrs. Pitkin Brotheis, No. Ill South Water street, are extensively engaged in the importation and sale of English, German and American hardware, cutlery, mechanics' tools, mill saws, &c. Messrs. A. II. Miller and Brohor?, are the most extensive importers, manu- facturers and dealers in watches, jewelry, silver war:», spectacles, clocks, &c Their place of business is the Marine Bank Building, corner of Lnke and Lasalle streets. The paper manu- facture flourishes in the hands of Messrs. G. H. & L. Laflin, wholesale dealers in coarse and fine paper of every description, No. 20 South Water street. These gentlemen are the proprie- tors of the Roj-al Jlills Writing, Ledger, Flat Cap, and Folio Post paper, and also of Jessup A Laflin's celebrated Ledger Papers. The principal artist in the merchant tailoring line, and a gentleman of exquisite skill and taste, is Mr. Edward Ely, No. 9 Trcmont Block, opposite the Journal oSice. The carriage manufacture is represented, in Chicago, by Messrs. Peck & Kcelcr, No. 66 Randolph street, near Dearborne st., who have an extensive manufactory in Bridgeport, Conn. Messrs. James H. Hubbard & Co., are the chief importers, manufacturers and wholesale dealers in all kinds of gentlemen's furnishing goods. Their establ'shment is No, 43 South Water street, second floor. The largest and most complete clothing establishment West of the mountains, is conducted by Messrs. Sproule & Chopoton, No. 138 Lake street Lloyd's steamboat disasters. 303 Those gentlemen are wholesale dealers in the latest Now York, London and Paris styles of lino clothing and famishing goods, whieh nro supplied by their nianufacOry in Now York, •which is renowned for the beauty and excellence of its workmanship. Their sales amount to about J50,000 monthlj-. Mes.-rs. Fuller ♦; .<^ %* ^ • • • .ly ^ " • cO\* ^^i- 6 » " • --^ .-. -ov-^' • V ^ o. -^^0^ L^*" O. v;i^^* ^ -ftp »*4.*i'. ^ ^ *if5i^' ^ -i'*^ <> *'T7i' .0 . . * A ,1^ •