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CAPTAIN ELLIS C. MACE

I was born on Peach Tree Ridge near Burlington, Lawrence County, Ohio, 1862. I was named Ellis Clarence Mace. My people moved to the town of Burlington when I was five years old. The first steamboat I ever saw was the FLEETWOOD.

My father was one of the old-time steamboat engineers. He ran for several years before the license law was passed, after which he had to pay ten dollars a year for his license. I, naturally, fell in love with the river steamboat and became anxious for the time to come when I would be big enough to work on a boat.

My first boat ride was on the MOUNTAIN BELLE, She was of the stern wheel type that ran from Portsmouth, Ohio, to Guyandotte, West Virginia. My father was the engineer.

As I grew older, I picked my favorite boats, one of which was the FANNIE DUGAN, the other was the BOSTONA.

In the early seventies, I ran the skiff ferry at Burlington, Ohio. In those days many farmers from West Virginia brought their wool to Burlington to have it carded at Uncle Jimmy Davidson's horse power card machine.

I later carried the United States mail from the post office to the SCIOTO, which was the

mail boat. This was during the years 1875-1879. At about this time, my brother, Carl Mace, was mate on the FANNIE DUGAN. He secured a position for me on the FANNIE DUGAN looking after the mail between Portsmouth, Ohio, and Huntington, West Virginia. The mail was very heavy at times and was delivered to Wheelersburg, Franklin Furnace, Greenup, Ironton, Ashland, Cattlettsburg and Huntington. At Huntington, the mail was so heavy that it would take five, or six, deck hands to carry the mail to the post office, where I had a key to the outside door.

The post office at Huntington was between Ninth and Tenth streets on the side next to the river. Captain Will Bay and Tom Dugan, president of the bank at Portsmouth, Ohio, signed my bond for five thousand dollars. I was in charge of the mail until the Scioto Valley Railroad was extended to Ashland and the FANNIE DUGAN lost the mail contract.

I then became watchman on the FANNIE DUGAN until she was sold to some parties in Jacksonville, Florida. I was then transferred to the LOUISE. She was laid up for the 1884 flood, which was the greatest of all floods up to that time. During the flood, I went home to Burlington where William Wilson and I would get us four, or five, girls in a good skiff and show them the sights at Cattlettsburg and Huntington. On one of these trips, we had in our boat Misses Kate and Hattie Handley, Miss Birdie Wilson, Miss Mattie Dillon, Will Wilson, Henry Myers, and myself. We passed up Third Avenue in Huntington at about 9:00 P.M. when the river was nearly up to the street lamps at a point where Anderson-Newcomb's store is now located. We

saw the well-known fiddler, Cal Handley, sitting in the window fiddling for the crowd to dance.

After the flood was over, I returned to the river and worked for Bays until John Brenan, then mate of the BOSTONA, offered me a watchman's job on his boat. This was my favorite boat, and I accepted his offer.

On December 9, 1885, I married Miss Teresa R. Curtis, of Proctorville, Ohio. Soon thereafter I bought a half-interest in the Proctorville wharfboat, which I ran for one year and then sold out to my partner.

Due to the fact that I wanted to stay at home, I then went to work in the Ensign Shops. I worked with Eliga Walker in the planing mill for eighteen months. John Brenan, at about this time, was promoted to captain of the FLEETWOOD, and Josh Cropper became mate on the BOSTONA. Mr. Cropper sent for me and invited me to become a second mate. I accepted his offer and stayed with him for two, or three, years.

On one occasion, when the BOSTONA was laid up because of ice in Kanawha, the people of the town gave dances on the boat. I remember that the boat became so popular that a preacher by the name of Dickson dismissed his meeting at the church in order to preach on the boat. I recall that the cabin was well filled with people.

I moved to Newport, Kentucky, in 1890 and went on the FLEETWOOD with Andy Hazlet. I was one of the crew of this boat when the great steamboat war was on between the FLEETWOOD and NEW SOUTH.

Late in the fall of 1890, Captain John Brenan told me that L. R. Keck, the manager of the line, wanted me to accept a place on the BIG

SANDY WHARF BOAT. The salary was much better and I accepted. I was in charge of this boat for fourteen years. These years were the period when river freight and passenger business was at its peak.

I saw the decline of river traffic and I do not believe that the railroads had as much to do with it as the traitors who were employed by steamboat management.

During my early years on the river, the Cincinnati, Portsmouth, Big Sandy and Pomeroy Packet Company owned twenty-two good steamboats and all of them did well. They ran boats to Louisville, Memphis, New Orleans, Maysville, Kentucky, Portsmouth, and Pomeroy.

At the Big Sandy wharf activity was keen, but one boat after the other was lost. After 1894 they were either replaced by an inferior class of boat, or not at all. The small stern wheel boats replaced the big side-wheel boats on runs up the river. These boats were not satisfactory to the old patrons and most of them quit patronizing the boats. The management did nothing about it and let the New Orleans and Memphis trade go to the bad. This alone ruined the Pittsburgh Line of Packets, because they had no way to reship their cargo except by rail and this was too expensive.

I left the wharfboat late in the fall of 1904, when I went on the KEYSTONE STATE with Gene Morris, the mate. She laid up at Christmas time at Pittsburgh when I left for Joppe, Illinois, where I went on the towboat CONDOR. After a few weeks I was transferred to the T. H. DAVIS, at Thebes, Illinois, as mate. The DAVIS was towing a big transfer barge for the C. & E.

I. Railroad. At this time five big railroad companies were building the immense double-track bridge at Thebes, which cost $3,500,000.00.

After one year at Thebes, I returned to Cincinnati and joined my brother on the towboat SEA LION. I soon, thereafter, received my license as pilot and piloted this boat for several years. We pulled timber out of the Big Sandy, Guyan, and the Little Kanawha rivers in the winter season and worked for the government in the summer. The SEA LION helped to build more locks than any other boat afloat.

My brother died in 1914 while in the south on a trip for his health.

I ran the boat up to 1917 when I sold her. I then went to Proctorville, Ohio, to spend the balance of my days.

I have piloted the Twenty-sixth Street Ferry for the last nine years where I am at home at least half of the time.

We have raised two children, Guy Curtis Mace, who is now assistant to the General Manager of the United States Coal & Coke Company at Gary, West Virginia, and Elma Marie, who is the wife of Rufus T. Eaton, of Proctorville, Ohio.

On April 10, 1926, my wife died and since that time, I have made my home with my daughter.

I have served my whole life on the river on steamboats and have never had an accident. I believe the steamboat to be the safest place on God's green earth. I have always been a river enthusiast and believe that the side-wheel river Packet is the most beautiful creation of man.

I have a license for master, mate, and for first-class pilot from Parkersburg, West Virginia, to West Point, Kentucky. I do not expect

ever to work again on the river, but I love the steamboat and extend my best wishes to all river steamboat men from the deck to the pilot house.

THE FOUR RIVER BOAT AGES

The Ohio River is one of the most beautiful streams on the globe. The Indians called it "Oyo," meaning "The River of Many White Caps." The first Englishman who viewed this beautiful river changed the word "Oyo" to "Ohio." Very few streams in the country have played so vital a part in the early development of the nation as the Ohio River.

The history of boats on the Ohio may be divided into four ages, namely, the Canoe Age, the Keel and Flatboat Age, the Steamboat Age, and the Steel Hull Towboat and Barge Age. The Canoe Age dates back long before the white man, when the steersman's voice rang clearly over the water which flowed swiftly through the winding streams in the forests.

The Keel and Flatboat Age came with the rush of emigration into the West relegating the canoe to the side streams. As many as sixty, or seventy, flatboats, loaded with home seekers, have been counted at a given point in one day.

After settlements in the West had been established, the flatboat on the Ohio and Mississippi rivers was the only means of shipping to market. These were indeed dangerous and adventurous days. The Mississippi country was infested with robbers who were always on the lookout

for merchants on the way home from New Orleans. The mysterious disappearance of men, who started for New Orleans with cargoes of produce, was no uncommon occurrence. Many of them were never heard of after they left New Orleans to make the trip home by foot, or on horseback.

Charles Wilgus and his son, Harrison Wilgus, of Proctorville, Ohio, made many of these trips. Uncle Charlie Wilgus has told us many times how he floated his boat to Memphis, sold out and then walked back home. The men of this generation could not accomplish such a feat.

The third age came when the flatboat way of shipping gave way to the steamboat. At first there were still great perils to be faced on the trip to the South, but the trip was made with some enjoyment if no accident happened to the boat.

The Steamboat Age was launched in the summer of 1807 when Robert Fulton placed his newly invented steamboat on the Hudson River. Great crowds gathered in New York on August 11, 1807, to see what they called "Fulton's Folly." They had gathered at the wharf to laugh and jeer. The boat was a rude affair and her name was the CLERMONT. The paddle wheels at the side were uncovered and the engines were of a clumsy type. Men hooted at the idea that this helpless hulk could move. "She is as helpless as a log," they cried.

Presently the paddle wheel began to move and the log was no longer helpless. "She moved," shouted the astonished crowd. Sure enough she did move. The CLERMONT was ready for her trial trip to Albany. She turned out into the current and headed upstream. The disappointed crowds

began to cheer and a salute from the steam whistle on the CLERMONT thanked them.

After thirty-two hours, she landed in Albany. Sailors on the Hudson River were frightened at this big monster, shooting out smoke and sparks from her smoke pipes after dark. Many of them, who had never prayed before, fell on bended knees and begged to be saved.

Colonel William Jinkins, of Virginia, was a passenger on the CLERMONT and, on his return to his home state, he reported his experiences to the Governor. He told him what he had seen and what he knew to be a fact. He insisted that the event would revolutionize the waterways of the whole country.

Jinkins at once took up a claim on the Ohio River. He moved forty negroes to the new location, known as "Jinkins' Bottom," which was just a few miles below Gallipolis, Ohio, on the West Virginia side of the river. Colonel Jinkins lived to see the steamer BUCKEYE STATE passing his farm upstream at seventeen miles an hour.

After the successful trip of the CLERMONT, promoters at Pittsburgh began to busy themselves with the construction of steamboats.

While it is true that Fulton had been acclaimed the inventor of the steamboat, others had experimented with the idea many years before Fulton succeeded. Over in Shepherdstown they will tell you that Fulton's invention was superseded twenty years by James Rumsey, a Shepherdstown youth, to whom has been erected an imposing monument on the shores of the Potomac.

The residents of Shepherdstown will show you a number of faded, yellow, letters, which apparently offer conclusive proof that Rumsey, on

January 13, 1788, successfully propelled his boat by steam for a distance of a quarter of a mile against the current of the Potomac. These same people will contend that Rumsey not only built the first practical steamboat but that Fitch, and perhaps even Fulton, stole many of their ideas from this Shepherdstown youth.

One of the letters they will show you was written by no less than General Horatio Gates, and others by Major Henry Bedinger, one of the most prominent residents of the town at the time the experiment was made.

Major Bedinger wrote the following letter to Fleming, a newspaper editor:

Protuma, Jan. 5, 1826

"Sir:--

I send you enclosed a short history of the application of steam to boats, ships, etc. Shepherdstown and James Rumsey are unquestionably entitled to the honor of the invention of applying steam to them. A Mr. Fitch, of the Northward, it is said, has also claimed a participation but the following circumstances will totally defeat his claim. When Mr. James Rumsey had nearly completed his machinery, the few confidantes of Rumsey frequently expressed the hope that he would succeed. This same Fitch, having heard the rumor of possible success, came to Shepherdstown under a borrowed name. His business was to find out Rumsey's plans. His anxiety to hear, or see, caused suspicion. He was seized, I think, on some pretext, confessed his name and business and I believe my influence with some others saved him from corporal, though perhaps arbitrary, punishment.

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He went off, having been in Shepherdstown incognito some days, and 'tis said, completed a boat, etc., but it was not found to answer the purpose. 'Tis said that Fulton commenced his experiments some years after this, went to England, and it is supposed there learned all Rumsey's experiments."

Further evidence of Rumsey's experiments are contained in a letter written by General Horatio Gates to his friend, John Marke.

Rose Hill, N. Y. Jan. 12, 1797

"I have frequently been asked lately what had become of the 'steam gondola' made by James Rumsey on the river near Swearingen's Ferry. The proprietor of the museum in New York is anxious to obtain some of its fixtures, if they can be secured at a reasonable rate. We have had the evidence of our eyes that Rumsey's idea of propelling boats by means of steam is not chimerical and time will yet perfect his plans."

John Fitch was surveying in Kentucky in company with Major G. M. Bedinger in the year 1784. Major Bedinger had been a partner of James Rumsey in the mill business at the mouth of Sleepy Creek before going to Kentucky. He had frequently talked to Fitch of Rumsey's invention and his hoped success. Some time afterward, Fitch was caught in Shepherdstown spying on Rumsey through a knothole in his workshop. The People of the town threatened to tar and feather him, but they let him off on the intervention of

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some of the most prominent men of the place, among whom was Henry Bedinger.

The following letter, dated January 4, 1826, contains Bedinger's account of James Rumsey's invention:

"Sir:--

I have delayed answering your letter of the 17th in hope that among our old papers I might find something to assist a feeble memory and to elucidate and to develop the subject of inquiry, in all of which I have failed. Some time previous to the Revolution, Mr. James Rumsey, then a lad, emigrated to Shepherdstown from the eastern shore of Maryland with his father and family, where James, the first who ever attempted to apply steam to propel boats, grew up to manhood and, at an early period, often manifested by his actions the possession of extraordinary genius, mechanical power and a spirit of enterprise.

Soon after the Revolutionary war, when the Potomac Company was formed, he was employed as superintendent of all the works carried on. Being, thereafter, superseded, he retired to Shepherdstown. 'Tis said that while in that service, having frequently passed up and down by water to his sawmill at the mouth of Sleepy Creek, he conceived the idea of propelling boats through and against rapid water by steam. Mr. James Rumsey possessed little property of value, had a small family to maintain and no wealthy connections; yet under these circumstances he commenced the untried, difficult task of propelling boats by the application of steam. He was a little assisted in the mechanical part of

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the labor by Joseph Barnes, his brother-in-law, who was a kind of secondary character, but, no doubt, useful by directions from Mr. Rumsey.

All of the work was performed and a variety of experiments with closed doors, whilst the mass of his acquaintances derided his schemes, pitied his folly, denounced his temerity, called him a conceited projector, etc. Nothing, however, could or did divert him from this most ardent pursuit. He persevered for perhaps a year and a half before he perfected the machinery. He and Barnes then built a boat, fifty or sixty feet long, flat bottom but drawn to a point at each end. In the stern they placed a short rudder, a steering car. This boat they launched at the ferry landing, placed therein seven or eight tons of stone together with all the variety of machinery necessary for creating steam. Notice was then given that on a certain day the boat was to be propelled by the force of steam and the people of the vicinity were thus invited to view its progress and passage up the river against the current. The bank of the river on the day appointed, was lined with anxious spectators. Several ladies were taken into the boat, Captain Charles Morrow placed himself at the helm and James Rumsey near the boiler of the engine. The boat was let loose and began first gradually, then a little more rapidly, to move against the stream, while loud plaudits were bestowed by those on shore. The boat thus propelled by the force of the steam, ascended to some distance above the large rock, supposed to have proceeded about a quarter of a mile, when Mr. Morrow, at the helm, turned the boat with the head down stream and returned her to where

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she had started. Having now convinced his neighbors of the practicability of steam navigation, he obtained certificates, signed by prominent characters who witnessed the moving of the boat propelled by steam. Among others that of General Gates, Colonel John Morrow, Captain Abraham Shepherd, John Kearsley, John Marke, etc. The certificates, if I recollect right, specified the size of the boat, the burden in her, the distance she ran against the stream and that it was performed by the application of steam; also the time in which the boat performed the distance of, say, a quarter of a mile.

It was, at the time, believed to be the first attempt, or experiment, to propel a boat by steam and it was as great a measure of surprise that James Rumsey should accomplish this with his very limited means and imperfect machinery. Mr. Rumsey hoped that after this experiment he could, by some means, raise funds to put his invention into practical and beneficial use and, although there was ocular demonstration of its practicability, it was still treated as a visionary thing by many and he failed in his application.

The main principal of applying steam to boats, was, however, still retained as a secret by Mr. Rumsey and for this he had good reasons, no patent laws existed at that time by which he could secure to himself the benefits of his invention. He applied to the legislature of Virginia without success, after which he went to London where, had he lived, he would have accomplished all of his wishes, having made considerable progress by the aid of his friends and the best mechanics there. One day, in making

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elaborate and necessary explanations to the society, he fell senseless to the floor and soon after expired.

Some years passed before the name of Fulton became conspicuous and it is believed by the friends of Rumsey that Fulton's fame is bottomed on the invention and at the expense of Rumsey, whose untimely fate had deprived his posterity of the benefits bestowed upon his successor.

Henry Bedinger"

Danske Dandridge, in her history of Shepherdstown, tells of the launching of the boat as follows:

"The thirteenth of January, 1788, was indeed an important day in the annals of Shepherdstown. On that day the banks of the Potomac were lined with hundreds of spectators from Virginia and Maryland. Some came to scoff and turn 'Crazy Rumsey' into ridicule, expecting an ignominious failure. Others half believed and all were curious. Among the throng were General Horatio Gates, who had ridden down from his home near Kearneysville, called Travelers Rest.

"'By the side of General Gates,' said Hon. A. R. Boteler, who has written the most graphic account of this eventful day, 'in marked contrast as to face and form, was Major Henry Bedinger, a tall, slender, man of saturnine complexion, who was as straight as an Indian and whose piercing black eyes were as bright as an eagle's.

"'Near him were the Rev. Robert Stubbs, princlpal of the classical academy and rector of the

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English Church, as it was then called, of which Captain A. Shepherd was one of the wardens. The Rev. Robert Stubbs was rosy cheeked and plumptiludinous.

"'Captain Shepherd was a thin visaged little man of prominent features, full of energy and a first-rate farmer and an unfailing friend of the church.

"'Besides the foregoing, there was Colonel Philip Pendleton, a man of fine figure, tall, fair, with regular features, with dignified bearing. There were John Kearsley, a magistrate, and a presiding elder in the Presbyterian congregation; Cato Moore, called "King" Moore, who had the respected regard of the entire company and whose genial disposition made him loved by young and old; honest, old, John Marke, one of the leading merchants of the town and Thomas White, David Gray and two Morrow brothers, Charles and John; and Benono Swearinger and many more.'

"The boat was manned and ready. Charles Morrow took the helm and the ladies were helped on board. Among these were Mrs. Henry Bedinger, the former Rachel Strode, who composedly knitted a stocking for her good man during the performance, turning the heel as the boat moved off.

"'I was standing next to Gates,' said Major Bedinger. 'He was very nearsighted and watched the preparations for starting the boat with much interest through his glasses. When she moved out and he saw her going off up the river against the current by the force of steam alone, he took off his hat and exclaimed "My God! She moves!"'

"'Yes,' added the venerable Major, 'and when

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she moved the destiny of the world moved that day!'"

Whoever may be the inventor of the steamboat, the sound of the flatboatman's horn died away as had the voice of the canoe steersman. The steam whistle heralded the beginning of the Steamboat Age.

The steamboat was to become the king of the river. It had its real beginning in 1820 and lived until about 1895, when the big, fine, sidewheel packets were replaced by the smaller and inferior type of stern wheel packet.

The fourth age of boating on the Ohio River, known as the Steel Hull Towboat and Barge Age, came when the great iron and coal companies began to construct these monstrous barges for the shipping of iron and manufactured products to the South. This development put the river into practical use again. With the lock and dam system completed, a good stage of water was to be had all year round. It may be possible, with this development, that the fine, side-wheel boats may yet come back.

THE OLD OHIO

They may talk of the Danube and castle-crowned Rhine,

Of the rivers that flow where the olive and vine

Rise beneath sunny skies--of the bright Scottish Dee,

Or the classical Avon--thou art dearer to me,

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In the darkness of night, or with sunlight a-quiver,

Onward, flow onward, thou beautiful river.

When the trees that God planted in Eden were young;

When the nations of earth were one kindred and tongue;

Ere a leader arose to make Israel free,

Or the Nazarene walked by far-famed Galilee--

Then, as now, thou wert flowing forever and ever,

Thro' the silence of ages, O beautiful river.

Was no future foretold thee--no prophecy heard--

In the sigh of the wind or the song of a bird,

Of the cities to rise where thy bright waters gleam,

Like some beautiful vision we see in a dream,

Or in childhood's fresh morning, when fancy floats free

As yon rose-bordered cloud that is mirrored in thee?

The song thou art singing with rhythmical flow

Is the song thou wert singing long aeons ago,

When thy waters welled sparkling and pure from their source,

And the finger of God marked thy bounds and thy course;

Still thin alders will bend and thin aspen trees quiver,

O'er thy moon-flooded surface, thou beautiful river.

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Flow on, bearing with thee the tide of the years--

Our joys and our sorrows, our smiles and our tears;

Flow on with unchanging, unchangeable motion;

Like thee, we move on to Eternity's ocean;

Till life lose itself in the life of the Giver,

onward, flow onward, O beautiful river!

--Bessie H. Woolford

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THE STEAMBOAT CONQUERORS

The first steamboat company, organized for the building and operating of steamboats on western waters, was in December, 1810, when the Ohio Steamboat Company was incorporated by Daniel D. Tompkins, Robert R. Livingston, Dewitt Clinton, Robert Fulton, and Nicholas J. Roosevelt. This company was to operate under the Fulton and Livingston patents. Nicholas J. Roosevelt, a relative of the late Theodore Roosevelt, was chief promoter of the Ohio River Branch of the Fulton interests.

The first boat built by this company was the ORLEANS. It was one hundred thirty-eight feet long and carried a burden of three hundred tons. She was launched at Pittsburgh in March, 1811, and left for New Orleans in October of the same year. The Roosevelt family was on board. A man by the name of Henry Morris was Captain, A. L. Baker was engineer, and Andy Jack, pilot. She carried six hands and a few domestics, which completed the crew of the first steamboat to float on the Ohio River.' Crowds of people flocked to the banks of the river to get a view of this strange craft as she went downstream.

The ORLEANS arrived at New Orleans without mishap and was placed in the New Orleans-Natchez Trade. At the end of the first year, the ORLEANS

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had cleared, above all expenses, twenty thousand dollars.

The next boat to be launched on the Ohio River was the COMET in 1812. She was a diminutive vessel, rated at only twenty-five tons. She was owned by Daniel D. Smith, and built by D. French, who had obtained patents is 1809. The COMET went to Louisville in the summer of 1813 and to New Orleans in 1814. She was finally sold to some parties in the South, who took her engine and boiler off the boat and placed them in their cotton factory.

The next boat built for trade on the Ohio was the VESUVIUS. She was built by Robert Fulton at Pittsburgh for a company composed of New York, Philadelphia, and New Orleans men. She was run by Captain Frank Ogden and went to New Orleans in the spring of 1814. She started back to Louisville in July of that same year, but was grounded on a sand bar in the Mississippi and was not floated until December, when she returned to New Orleans.

She made regular trips between New Orleans and Natchez during 1815 and 1816 in command of Captain Clement, who was later succeeded by Captain John D. Hart. She caught fire and burned to the water's edge and, after several months, her hull was raised, refitted, and placed in service between New Orleans and Louisville. The VESUVIUS was finally condemned in 1819.

The next boat to be launched on the Ohio was the ENTERPRISE, built at Brownsville, Pennsylvania, in 1814 by D. French, under his patent. She was owned by the residents of Brownsville. The ENTERPRISE was a seventy-five ton vessel.

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She made trips to Louisville in 1814 in command of Captain J. Gregg.

On December 1, 1814, she left Pittsburgh for New Orleans with a cargo of ordnance stores. General Jackson pressed her into service for the transportation of troops, arms, and ammunition.

The ENTERPRISE left New Orleans for Pittsburgh on May 6, 1815, and made the run to Louisville in twenty-five days. This was the first steamboat to make the trip upstream from New Orleans to Louisville, but, at this time, the rivers were out of their banks and the ENTERPRISE made the trip mostly in back waters. Therefore, the trip was not satisfactory and did not settle the question as to whether the steamboat was able to make headway against the current of the river. People still contended that it was impossible to make any headway upstream when the rivers were inside their banks.

The next steamboat of importance to be launched on the Ohio was the WASHINGTON. Her hull was built at Wheeling, West Virginia, and her engine at Brownsville, Pennsylvania. Captain Henry Shreve was superintendent of construction. He made several important improvements in the construction of the steamboat.

The WASHINGTON was the first "two-decker" to appear on western rivers. Her boilers and engines were placed on the deck instead of in the hold, as had been the custom. This improvement has been used up until the present day.

The engine, constructed under the Fulton patent, had upright and stationary cylinders. Captain Shreve placed the cylinders on the WASHINGTON in a horizontal position. Both French and

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Fulton used single low pressure engines. Shreve employed a double high pressure engine, with cranks at right angles. This was the first engine of that kind ever used on a boat. Captain Shreve also added to his invention the cam cut-off and flues in the boiler. These improvements proved to be great fuel savers. The WASHINGTON was completed in September, 1816, when it left for New Orleans. It passed over the falls at Louisville on September 24 and returned to Louisville in November.

Edward Livingston, after an examination of the boat and her machinery at New Orleans, remarked to Captain Shreve, "You deserve well of your country, young man, but we (referring to he Fulton and Livingston patent) shall be compelled to beat you in courts--if we can."

The WASHINGTON laid at Louisville until March 12, 1817, on account of ice in the Ohio. When the ice broke up, she commenced her second trip to New Orleans. The round trip was made in forty-one days. It took her twenty-five days to make the trip upstream, and the historians claim that this was the real beginning of steam navigation. This trip settled the dispute about he steamboat's ability to make headway against the current of the river.

This feat of the WASHINGTON created almost as much excitement as the Battle of New Orleans. The citizens of Louisville gave a public dinner for Captain Shreve and predicted that the time would come when a trip from New Orleans to Louisville would be made in ten days. This prediction, of course, has been more than fulfilled. Thirty-seven years later, this same trip was made in four days and nine hours.

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Fulton and Livingston sued Captain Shreve under their patent and when the WASHINGTON returned to New Orleans, she was attached by the United States Marshall. Captain Shreve finally won out in the courts and the patent of Fulton and Livingston was declared unconstitutional.

In 1819 the last restraint on steamboat navigation in western waters was removed. The WASHINGTON was the largest and the finest boat built thus far. Her commander, Captain Shreve, was experienced in all the duties of his calling. His boat was presumed to be in the very best of order. She was anchored at Point Harmon when the fires were ordered kindled so she could commence her trip down the Ohio.

When the time came to start, there was trouble in getting the engines to work. The boat had been loosed from the landing and the Captain ordered an anchor to be thrown overboard from the stern. Soon, thereafter, all hands were summoned aft to pull up the anchor and while several of the crew were still aft, for some unknown reason, the aft boiler head blew out and a column of scalding water was thrown over the crowd killing many of the boat's crew. The captain, mate, and several others were blown overboard, but were rescued.

The WASHINGTON was the first boat on the rivers to have separate rooms for passengers. Each room was named for a state. Instead of numbering the rooms, as hotel rooms are numbered, each room was named for a different state and, thereafter, all the rooms on a packet boat used by passengers became known as "staterooms."

Thus, by 1820, the steamboat, because of the

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feats accomplished by the WASHINGTON, had come into its own.

After the WASHINGTON had made her return trip from New Orleans, men became interested in the steamboat. Scores of shipyards sprang up along the rivers, and the improvement of the steamboat commenced. In the next generation a very large number of steamboats were launched. The MISSISSIPPI, in point of shipping tonnage, sprang to the front and, in the middle of the century, led the world.

A great improvement had been made in steamboat construction. The flat-bottomed boat drew only one-third as much water as the old style boats.

In 1819 there were sixty-three steamboats on the Ohio River. In 1842 forty-five steamboats were built at Cincinnati, Ohio, thirty-five at Louisville, Kentucky, and fifteen at Pittsburgh. Total tonnage was twenty-seven thousand.

In a large measure, these boats were owned by private persons, and were frequently operated by their owners. Intense competition sprang up, extending into every part of the business.

From 1830 to 1840 was known as the "ginger bread" era in steamboat history. The boats were decorated with a mass of glittering, flimsy material fit only for show.

They built some fine and fast boats in the fifties. They were beautiful beyond description. The steamer TELEGRAPH NUMBER THREE was one of these fast and fine steamboats. She ran in the trade between Louisville, Kentucky, and Cincinnati, Ohio. On one of her upriver trips 1858, she made the record run from Louisville to Cincinnati, one hundred fifty miles, in nine

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hours and forty-two minutes. Up to this day, no steamboat has been able to lower this record sufficiently to remove doubt that the TELEGRAPH'S time has really been beaten.

When she made this famous run, there were no government aids to help the pilot, or no dam at the head of the Falls at Louisville to make pool water for several miles above the city. The pilots, for their land marks, used high points and low cuts in the hills, and sometimes a big tree. While these men were first-class pilots, it does not look reasonable that they could have made the time with their boats then that they made later on when they could see one of the beacon lights at all times to run by.

The question is, could the TELEGRAPH NUMBER THREE have lowered her own record after the government had established the aids to navigation? I think that any practical river man will say yes. If so, then the TELEGRAPH NUMBER THREE was the fastest steamboat ever operated in the Louisville and Cincinnati trade. It only seems fair to say that she was.

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FAMOUS STEAMBOATS

The Str. FANNIE DUGAN, built in 1872 by Captain John McAllister for service in the Portsmouth and Proctorville trade, was, perhaps, one of the best loved boats ever known on th e Ohio River. She replaced the MOUNTAIN BELLE in the trade.

Named for the beautiful, auburn haired daughter of Thomas Dugan, Portsmouth banker, the boat was one hundred sixty-five feet long, had a thirty-two foot beam, two boilers and unique smoke pipes which helped to distinguish her immediately from other boats.

Captain McAllister ran the boat and was her largest stockholder. Frank Morgan, who supervised the building of the boat, was clerk; with Carl Mace, of Burlington, as mate; Joe Sheppard, of Millersport, was watchman; and Sam Ware, of Portsmouth, and Jim McAllister were engineers. Pilots were Crate Booth, of Flemingsburg, and John McGuire, of Portsmouth. John Steele acted as steward.

In 1873, Frank Morgan sold his interest in the FANNIE DUGAN and built the CITY OF PORTSMOUTH. Before this boat was completed, Captain McAllister died, leaving the DUGAN to his widow, who placed Jack McAllister, brother of Captain John, in charge. Will Waters, of Proctorville,

*27

was placed on the DUGAN as clerk. When the CITY OF PORTSMOUTH was completed, she was placed in the trade in competition with the DUGAN, causing one of the steamboat wars.

The women of one of the Portsmouth churches made a huge silk flag, to be given to the boat winning a popularity contest. Votes in the contest were sold one dollar each.

Crews and friends of the boats worked hard in the contest, selling votes up and down the river. George Biggs, of Bigg's Landing, Kentucky, was for the FANNIE DUGAN. He was so afraid that, when the votes were counted, she would lose that he voted fifty times.

When the votes were counted, the FANNIE DUGAN won the flag, which waved from her jack staff as long as she was in the trade. Following the contest, Commodore Wash Honshall bought the CITY OF PORTSMOUTH and placed her in the Cincinnati and Chillicothe trade, leaving the FANNIE DUGAN unmolested.

She carried the locked mail from Portsmouth to Pine Creek, Franklin Furnace, Greenup, Ironton, Ashland, Catlettsburg, and Huntington.

In 1876 Mrs. McAllister consolidated her steamboat interests with the Bay Brothers and they formed the Portsmouth and Pomeroy Packet Company. The FANNIE DUGAN was placed in the trade between Portsmouth and Pomeroy and kept there until she was purchased by Captain Tucker and Captain Walker, of Jacksonville, Florida.

One of the most interesting and disastrous events of the DUGAN'S career occurred on the trip before she was inspected by these prospective purchasers, who were also to inspect the

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steamer CHESAPEAKE, with a view to buying this boat if they did not like the FANNIE DUGAN.

The DUGAN left Gallipolis about seven o'clock one morning, with Jack McAllister at the pilot wheel. He accidentally dropped the cigar he was smoking and it fell past the wheel and under the pilot house. Captain McAllister turned the wheel over to a young man named Kirk, who was standing in the pilot house at the time, while he crawled under the house to retrieve the cigar before it set fire to the boat.

The river was high at the time and, when he left the wheel, he had the boat in the middle of the channel. Kirk swung the boat in toward the shore and did not know how to stop, or to change the course. When Captain McAllister realized the situation, it was too late to do anything except ring to the engineer to stop the engines.

The mate and I were standing at the head of the stairway when we saw what was about to happen and he ran to the pilot house, thinking something had happened to Captain McAllister. I hurried to the engine room, yelling for the engineer to stop the engines. But we were all too late and the FANNIE DUGAN buried her stern in the bluff bank. There was a sickening moment of silence as she stopped and then slid slowly back into the river. Then there was the swish of water, telling us that she was badly damaged, and leaking. We had to move freight forward and aft to keep her from sinking.

I landed with the end of a cable and tied the boat until we could ascertain the extent of the damage. The porter, clerk, and several others left the boat when I did and were stuck in the

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mud on shore, which was knee deep. When the boat was righted, we continued on our way down the river, stopping at Sciotoville and loading sawdust, which we forced under the hull to help stop the leaks.

We arrived in Portsmouth just after supper on Saturday evening, badly crippled. Most of the crew worked all that night in the hull, trying to repair the damages.

When the EMMA GRAHAM came in sight of Portsmouth on Sunday morning, we knew that the men sent to look the DUGAN and the CHESAPEAKE over were on board, so all pumps were removed from the hold and all evidence of the accident covered up. However, when the EMMA GRAHAM landed, the buyers sent us word that they would continue to Gallipolis on the GRAHAM, where one of them would board the DUGAN and the other the CHESAPEAKE and the boat which proved itself the fastest in a race upstream, they would buy.

I did not want them to buy the DUGAN, nor did any of the other men, but the owners wanted to sell and our first duty was loyalty to them. So, for the sake of the owners and our own pride and confidence in the FANNIE DUGAN, we all worked to win. We loaded the fire box with hanging rock nut coal as we passed up the river on Monday morning.

When we reached Gallippolis, we found the CHESAPEAKE already there, with full steam up, so our engineers got ready for the race. The CHESAPEAKE left the Gallipolis Wharf before we landed and we could see she was in good shape by the way she was escaping smoke and fire from her funnels. The DUGAN only touched at the wharf, and one of the buyers was ready to jump

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on. He told us that the CHESAPEAKE'S crew acted like they were scared of the race and, of course, that made us more confident. We believed that they were right in feeling frightened of the DUGAN.

The DUGAN played for all the advantage she could get out of the slow current close to shore. At Point Pleasant we could see that we were closing the gap between us and the CHESAPEAKE and the fireman gave our engineer all the steam he wanted.

At Addison, Ohio, the DUGAN nosed up on the CHESAPEAKE and got past her stern. Then the race became really exciting. Both crews were yelling, the engineers pulled their levers and boath boats leaped ahead fiercely.

One burst of speed and the FANNIE DUGAN was past her rival and sold to Captain Walker and Captain Tucker. When the boat left Portsmouth, her nose turned downstream, her old crew stood on the bank for a last farewell and there were few dry eyes.

STEAMER WILD WAGONER

Casks of bacon, carried by boat down the Ohio and Mississippi rivers, were frequently broken open and burned in the furnaces. This was generally true when races developed between two fast boats. Bacon fed into the furnaces always produced great quantities of steam. The Str. C. P. DUMONT and Str. WILD WAGONER were among the boats that burned bacon for speed.

In a few instances, boats were almost ruined for practical use when enthusiastic crews would put all hands to work sawing the decks. The

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sawed decks limbered up the boats to the extent that they could go at an abnormal speed, but extensive repairs were necessry before freight and passengers could be safely carried again.

The Str. C. P. DUMONT was built for the Cincinnati and Pomeroy trade where she ran for two years. She was then sold to the United States Mail Line Company and was placed in the Cincinnati-Madison trade.

The WILD WAGONER was built to compete with the C. P. DUMONT in the Cincinnati-Pomeroy trade. Both boats were fast and raced a great part of the time. Bill Knight was Captain of the DUMONT, Ed Knight was clerk, and Barlow Knight was its pilot. Raft crews from Twelve Pole and the Big Sandy would return on these boats after disposing of their fleets of timber in Louisville, or Cincinnati. At Cincinnati the crews would divide, half coming home on the DUMONT and others on the WILD WAGONER.

As the boats raced up the river, the men would go fairly wild, cheering for whatever boat they happened to be on at the time. Alex Handley tells how he used to buy casks of bacon while on these trips with the intention of taking the casks home to sell to the men who brought logs out of the hills.

Many a time, when a race was on and everyone on both boats was excited, he would roll a cask of bacon out to the firebox, knocked in the head, and order the raftsman to cut the bacon into strips and throw it to the fireman.

The smoke pipes on the WAGONER got so hot one night that the furnace doors had to be opened. The NATCHEZ was by no means the only boat that burned bacon.

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THE FIRST KATE ADAMS

The first KATE ADAMS was built by the late Major John D. Adams, of Little Rock, Arkansas, who, for many years, held United States mail contracts on the White and Arkansas rivers, also on the Mississippi. The boat was named for Major Adams's wife.

Just prior to the Civil War, Major Adams operated the ASHLEY and LADY WALTON in the United States mail trade on the Arkansas River and the JESSIE LAZIERE and EXCHANGE on the White River. In the early seventies, Major Adams gave up these contracts and obtained one between Memphis, Tennessee, and Arkansas City, Arkansas, utilizing the OUACHITA BELLE and IDLEWILD as mail boats. The former sank and the latter burned.

Major Adams contracted in 1882 with James Rees and Sons, Pittsburgh, for a side-wheel boat for the mail service to Arkansas City, intending to name her TROUBADOUR. In launching, the boat hung up on the ways and, being very superstitious, Major Adams thought it an omen of bad luck and refused to accept the boat. She was then sold to the Lees, of Memphis, who finished her and named her JAMES LEE.

Major Adams then contracted with Rees for another side-wheel boat, which became the first KATE ADAMS. She cost ninety thousand dollars and had a magnificent cabin paneled and finished in ash, cherry, walnut, mahogany, and bird's-eye maple. She was two hundred fifty feet long; thirty-seven feet beam; eight feet hold. Her engines were twenty-four inches in diameter, with a stroke of nine feet. She had five boilers,

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forty-seven inches in diameter and twenty-eight feet long.

The KATE ADAMS was very fast and made the record run upstream between Helena, Arkansas, and Memphis, ninety miles, in five hours and eighteen and one-half minutes. She burned at Commerce Landing, forty miles below Memphis, Sunday, December 23, 1886, at 8:00 P.M.

THE JOHN HANNA

About forty years ago the Str. MONITOR and the ferryboat WILLIAM THAW collided near the mouth of Saw Mill Run near Pittsburgh with a tow of forty-eight thousand bushels of coal and eighty thousand bushels of coke, the latter probably the first shipment of its kind on inland rivers.

The JOHN HANNA was a Pomeroy Bend towboat for several years, owned by the Youngs, of Mason City, and commanded for some time by the late Captain Dor DeWolfe. The frame of a new hull on the bank at Mason City for the HANNA by the Young's was never completed.

The machinery from the JOHN HANNA was placed on the new Bay Line packet, HENRY M. STANLEY, in 1890. The STANLEY'S hull was built at Murryville, West Virginia, and the packet completed at Ironton for Captains William and George Bay.

The STANLEY ran for several years in the Cincinnati, Gallipolis, and Charleston trade and did an enormous business in command of the late Captain Eugene C. Morris, of this city, with John Matthews head clerk. Among the STANLEY'S pilots were the late Captains Jim Martin, Zenas Baxter, Ed Williamson, and James Rowley.

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The STANLEY was finally sold to the White Collar Line and later to Captain Gordon C. Greene, who repaired and operated the packet until the month of September, 1907, when the STANLEY collided with the United States dredge boat, OSWEGO, lying in, or near, the channel at the foot of Gallipolis Island, and was sunk. She later burned without loss of life. The wreck of the hull lies near the West Virginia shore opposite State Street.

It is said of Henry M. Stanley, noted African explorer, that while at Cincinnati on a lecture tour, he refused to visit the fine new steamboat at the wharf that had been named by the Bay Brothers in his honor.

The STANLEY did what was called a good business. Many shippers drifted from the Collar Line to the Bay Line. There were many complaints among shippers and the old company. Some left because the management claimed that a six-week-old pig was a hog and charged the same for them as for four-hundred-pound hogs. Others left because the lunch coffee, that had always been given out to the patrons at night, was ordered stopped.

The Bays benefitted by these mistakes, and the STANLEY became a real ghost to the White Collar Line. They decided to place the SHIRLEY in the same trade with the STANLEY. This caused one of those dreaded rate wars, and the Bay Line placed the LIZZIE BAY in the trade, making two boats each week in the Kanawha trade, and the SHIRLEY of the Collar Line.

All interest along the river drifted to these bats and, as the rates grew less, the shipments

*35

increased until each boat had all the freight it could manage.

In the hottest of this fight, the smoke pipes of the SHIRLEY were painted the same color used by the C & O Railroad. This was another big mistake. The patrons believed that the railroad was behind the SHIRLEY and they left the SHIRLEY in droves, and patronized the Bay boats until the BAY and STANLEY were carrying sheep and hogs on the upper decks and chickens and light freight on the roof. Their cabins were crowded with passengers.

One man, who lives at Cabin Creek, Kentucky, just above Maysville, told me that he had always shipped his stock by the Str. BONANZA, or one of the Collar Line boats, and when he would have to wait until late at night, the clerk, or captain, would invite him back to the pantry and give him a cup of hot coffee.

One night he said that the boat was late and he waited on the landing in a cold, light, rain until midnight. When he saw that his stock was properly cared for on the boat, he went to the office. The clerk handed him a key to a room that he was to occupy, but did not ask him to have a cup of coffee. He said that he just thought the clerk was unthoughtful and so he said to him, "What about a cup of coffee?"

To his surprise, he was told that they had an order from headquarters to stop the habit of giving out lunch to anyone. This man said that he was damp and cold and wanted the coffee very much. He offered to pay for it, but was refused. The next car of stock that he shipped went to the Bay Line, or to the C & O. Thus one cup of coffee cost hundreds of dollars in lost freight.

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Sam Moreland, well known in Covington, Kentucky, received thirty pigs by the Maysville packet. He was charged thirty cents per head. He said he thought fifteen cents was plenty for six-week-old pigs. He was told that any pig was a hog, no matter what the size, and the rate was thirty cents. He never shipped again by the Collar Line, but every time one of the Bay boats arrived they had a consignment of stock for Sam Moreland.

Freight rates had dropped until tobacco was carried as low as twenty-five cents per hogshead, about twelve hundred pounds, on the Bay Line. The SHIRLEY offered to pay twenty-five cents for each hogshead if they would let them have it, but shippers would refuse and wait for the Bay boats.

This rate war was continued up to low water in November, 1895. The HENRY M. STANLEY and LIZZIE BAY laid up for low water at the foot of Race Street, Cincinnati, Ohio.

One day, Commodore Laidley sent a messenger to the Bay fleet, asking Captain William Bay for a price on the STANLEY and LIZZIE BAY. Captain Bay said, "Tell him that fifty thousand dollars will buy the two boats, and no less."

Another message was sent to Captain William Bay, asking him to come to the office at the foot of Broadway. When Captain Bay received this request, he told the messenger, "You tell Laidley that if he has any business with me and wants to see me, he can find me on board my boat at Race Street. And, also, you tell Laidley that I have nothing that I want to see him about."

One of the high up officials of the company

*37

said, "Well, Bays are just that independent. If you see him, you will have to go to him."

After this letters were dictated to Captain Wash Honshall, at Catlettsburg, and J. M. Bates, at Riverton, Kentucky, asking if they would be willing to transfer their stock in the Bay Line to the Collar Line. Their answer was in the, affirmative.

The following offer was made to the Bay Brothers by letter: "We will pay you thirty-two thousand dollars ($32,000) for the STANLEY and LIZZIE BAY; ten thousand dollars ($10,000) cash and five thousand dollars ($5,000) every month until paid. We further agree to pay to William and George Bay eighteen hundred dollars ($1,800) each annually for five years." The Bays were to agree not to run any boats below Portsmouth for this period of five years, and, if another company placed a boat in the trade below Portsmouth, and cut freight rates, the salary agreed upon was to stop.

When Captain William Bay received this offer, he figured for a few minutes and then said, "This amounts to fifty thousand dollars, just what I want." He then told the messenger to tell Commodore Laidley that he had bought the boats.

Commodore Laidley borrowed ten thousand dollars of Thomas W. Means, of Ashland, giving thirty thousand dollars in Mail Line stock as collateral. On November 26, 1825, the deal was closed, and the White Collar Line took charge of two of the Bay Line boats.

In the meantime, the Bays had called a meeting of the directors at the home of J. M. Bates, at Riverton. Harlow B. Mauck and Dow Eaton,

*38

sons-in-law of Captain George Bay, were donated one share of stock each and attended the meeting so there would be a legal quorum.

Captain George Bay was bitter in opposition the sale. "We have fought and won," he said. "Now why should we pull out and give up?"

Captain Wash Honshall advised him to let them have the boats at the handsome price offered. Captain George Bay finally gave up, but he did against his better judgment. He even shed tears at the conclusion of the deal.

The White Collar Line placed the BAY in the Cincinnati and Madison trade and the STANLEY continued her runs to upriver points. After is deal freight rates were restored and all the packets made money.

The notes on the Bay boats were paid promptly and the Bays received their salary the first four years. Then a company placed the Steamer W. P. THOMPSON in the Cincinnati and Vanceburg trade. Immediately the White Collar Line cut the freight rates. When pay day came for the Bay Brothers, they were refused their pay, claiming that the company was forced to reduce the rates.

The Bays brought suit for the thirty-six hundred dollars and interest and proved that the W. P. THOMPSON did not cut the rate and that the packet company did.

Judgment was rendered in favor of the Bays for thirty-nine hundred dollars. This ended the contract agreement for the sale of the STANLEY and LIZZIE BAY.

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THE STERNWHEEL COURIER

The STERNWEEEL COURIER, known as the "NEW" or "LITTLE" COURIER, was built in 1885 at Freedom, Pennsylvania, under the supervision of the late Captain J. M. Gamble. She was considered a small boat in those days, being a little over one hundred sixty feet long and about thirty feet wide. Her owner was the Wheeling Packet Company, in which Messrs. Thomas Prince and Henry Schmulbach, of Wheeling, were interested.

The COURIER was operated in the Wheeling-Parkersburg trade, leaving Parkersburg, Mondays, Wednesdays and Fridays, and going through to Pittsburgh on the Friday trip. One winter she spent operating out of Natchez, Mississippi, where Captain Prince had steamboat interests.

Mr. Schmulbach was not a river man but was the head of the Schmulbach Brewing Company, of Wheeling. Captain Gamble soon bought all the stock of the Wheeling Packet Company and owned the COURIER outright for a number of years.

After years of service, it might seem fitting to end her career, but her sale to the Laidley interests, at Cincinnati, only opened up a new field of work for this good boat. Captain Gordon Greene soon bought the line and the COURIER gave him many years of faithful service, operating in the Cincinnati-Maysville trade for a long time.

Her career ended about 1918 when she was dismantled. She was worn out in the service. Captain Greene had planned to rebuild her but gave up the idea as the steamer had been in operation for considerably over thirty years.

Her machinery, which was from the ill-fated

*40

SCIOTO, and very old, was still in good condition when the boat was torn up. The COURIER'S whistle came off the old side-wheel ST. LAWRENCE and was the favorite of most river people. It was later placed on the TACOMA and destroyed in the Cincinnati fire.

Captain Walker Litten, veteran river pilot, who steered the COURIER for years, said of her, "The COURIER was the best stern wheel packet that ever ran up and down the Ohio River."

THE SUNSHINE

The big stern wheel steamer SUNSHINE, two hundred feet long and thirty-eight feet wide, was built at Brownsville, Pennsylvania, in 1892 under the personal supervision of Captain J. Mack Gamble, of Marietta, Ohio, who owned the boat outright. The SUNSHINE was built of the finest material and her equipment was first class. She was complete in every respect. Captain Gamble constructed her as his "model" boat and nothing was spared to make her fine. She was a large carrier, able to make good speed and well equipped for passenger traffic.

It was the intention to put the SUNSHINE in the Parkersburg-Pittsburgh trade, but since she was such a large boat, she operated as an independent packet between Pittsburgh and Cincinnati. One season she spent running from Cincinnati to Coney Island under charter to the Coney Island Company.

The SUNSHINE was sold by Captain Gamble to the Laidley interests, who placed her in the Cincinnati and Memphis trade. It was during this period of her life that Captain Sam G.

*41

Smith, of St. Louis, the well-known dealer in steamboat photographs, was a clerk on the SUNSHINE.

In 1904 the SUNSHINE ended her career while operating in the Memphis trade by burning, at Tiptonville, Tennessee, on the Mississippi River.

STEAMER LOUISE

Collis P. Huntington, prominent among the few railroad magnates of the early eighties, honored the Bay Brothers one time by chartering from their line the Str. LOUISE to carry himself and officials of the Chesapeake and Ohio Railway Company along the Ohio River to Cincinnati for an inspection of the culberts and gradings of the new railroad bed.

The boat was completely refurnished for this trip. Equipment included fine saddle horses for the officials, eighteen in number. At Mr. Huntington's order, Captain A. J. McAllister would land the passengers and would then proceed four or five miles down the river to wait for the party.

On the occasion of a landing opposite Manchester, Ohio, the chief engineer presented Mr. Huntington to a picturesque old landowner, who came down to the water's edge and seated himself on an old log to view the boat and passengers. The old man wore a coonskin cap, a common sight in the eighties. After a chat concerning the railway right-of-way through his land, he expressed his content with his lot by remarking that although he now owned a great stretch of property along the river, he would

*42

be satisfied when he died with a plot measuring two by six feet.

This trip of the Huntington party was a remarkable one for the times. When they were fitted out at the Huntington Wharf, onlookers marveled at the extravagance of supplies which included strawberries out of season. Many doubtless wondered also at the refurnishing of the boat and at the change of beds and bedding.

At the end of the inspection, the boat continued to Cincinnati where she landed at the Big Sandy Wharf at the foot of Broadway to unload the officials.

While she lay idle at the wharf, the city wharfmaster presented his bill. Captain Wash Honshall refused to permit the boat to be charged at a time when she was doing no business and he properly rebuked the city wharfmaster for disregarding a custom of providing wharfage free to a boat not employed in carrying freight, or passengers.

On the return trip, the LOUISE raced the Str. TELEGRAPH most of the way. Her officials, at this time, were A. J. McAllister, captain; C. C. Dusenberry, clerk; E. L. Curtis, clerk; Charles Barton, of Gallipolis, mate; John Bailey, of Burlington, engineer; and John Steel, steward, reputed to be one of the best in river history.

The LOUISE was the first steamer to be equipped with steam radiators. There was no way known at this time, however, for regulating the pressure and volume.

The installation of the first radiator in the cabin of the LOUISE was regarded as an event worthy of note. As the boat stopped one day at Burlington, Captain Bay and several passengers

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went into the cabin to see the radiators. They commented upon the value of steam heat in keeping the cabin clean and upon the ornamental value of the radiators. As the last man walked out of the cabin, the radiators exploded. All were considerably frightened, but glad they had escaped injury. Had they remained in the cabin five minutes longer, someone might have been killed. Captain Bay had the radiators taken out that same day. Everything in any way connected with steam heating was unloaded at Ironton.

The LOUISE burned to the water's edge and sank at Coal Grove, Ohio.

STEAMER CHESAPEAKE

Str. CHESAPEAKE THE FIRST was built at Ironton, Ohio, by Captain Rye Scott, a noted boat builder. Captain Sam Hamilton, a noted pilot in his day, was her first master. She was built in 1872 and ran in the Portsmouth and Guyandotte trade for a while. She was the same size and had the same speed as the FANNIE DUGAN. Her time from Portsmouth to Ironton, thirty miles, was three hours. The FANNIE DUGAN made the same run in two hours and fifty-seven minutes. The CHESAPEAKE was sold to parties that ran her in mail service from Gallipolis to Parkersburg. In her last days, she was in the Wheeling trade. She sank at the head of Marietta Island.

The whistle of the CHESAPEAKE, "a sassy one," was known by everyone on the upper Ohio and was placed on the new CHESAPEAKE, built by Captain Edward Maddy. Captain Maddy had swinging stage at both ends, something never seen before and,

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perhaps, will never be seen again. She ran in the Gallipolis and Marietta trade for some time when she was later changed to the Cincinnati-Pittsburgh trade. Later, Captain Maddy took her to the St. Johns River in Florida. She ran out of Jacksonville for some time.

She returned to New Orleans and was sold to southern parties, where she ended her days on the lower Mississippi.

The last that was known of her whistle, it was on a mill near Memphis.

STEAMER MINNIE BAY

The Str. MINNIE BAY was built by the Bay Brothers in 1882 and ran in the Portsmouth and Proctorville trade for some time. Finally, she was placed in the trade between Cincinnati and Madison daily. She left Cincinnati at 8:00 A.M. and Madison at 5:00 P.M. The fare was one dollar each way.

She was gaining in popularity rapidly, carrying hundreds of passengers, when Commodore C. M. Holloway commenced to take notice. The Commodore would come to the wharf early in time to see the BAY arrive and count the passengers. One morning he decided that something had to be done. He called to Tom Johnson, who was in charge of the wharf boat at this time, and said, "Tom, you go down to the MINNIE BAY and ask Captain Bay what he will take for the BAY."

Tom found Captain Will Bay at the boat, and told him what his errand was. Captain Bay said, "Tell him twenty-five thousand."

Tom returned to Commodore Holloway and told him the price. The Commodore said, "Tom, you

*45

go back to Captain Bay and tell him to leave the MINNIE BAY where she is and call at the office and get his money."

This ended the MINNIE BAY in the daily trade to Madison. The Collar Line ran her to Manchester out of Cincinnati.

On an excursion trip from Manchester to Cincinnati, she struck a snag while making a landing opposite Moscow, Ohio, and sank. She was a total loss.

The MINNIE BAY was one of the neat, small side-wheel packets. She was fast and was named for Minnie Bay, daughter of Captain George Bay, and now Mrs. Dow Eaton, of Proctorville, Ohio.

STEAMER VOLUNTEER

The Str. VOLUNTEER was a small boat of the propeller type, built by the Bay Brothers for the Ironton and Proctorville trade, for passengers only. This boat made two trips each day and carried scores of people. The fare was cheap, five, ten, fifteen, and twenty-five cents to different ports.

She was fast and made money sufficiently to induce the Bays to build another propeller, iron hull larger, and capable of making eighteen miles against the current. She was named GEORGIA.

The GEORGIA was all right when the river was at a good stage, but when the river was low, she was too much boat, so she was sold to parties in the South.

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STEAMER B. T. ENOS

The Str. B. T. ENOS was built by the Browns and was intended for the Gallipolis and Huntington trade. Bays did not want any opposition, so just about the time she was completed, the Bays bought her and ran her in this trade.

The first trip she made was in low water. All the packets had laid up and the ENOS was at the Ashland Wharf when Captain Will Bay told me to go to the pilot house and blow two long whistles. I knew what this meant. This was the landing signal of the Cincinnati boats.

This was in 1881. I had never visited Cincinnati and I was surely happy for once, for I had always wanted to go to Cincinnati.

We loaded nails at Ashland and at Ironton and got away about noon for the city. On account of the stage of the river, freight had to be refused at several points. At one o'clock that night, we stuck fast on Snag Bar.

We had on board several river men, among whom was Captain Jim Kirker. With his help and advice, the boat was floated at noon on Wednesday. At supper time, we stuck fast on Four Mile Bar and were there for another thirty hours.

We did not arrive at the foot of Walnut Street, Cincinnati, until noon on Friday. All the work unloading was completed by supper time and the boys were ready to look the city over.

The ENOS made several trips up as far as Portsmouth while the low water lasted. Freight rates were high and very little could be handled, but the ENOS took care of all she could.

Bays ran the ENOS in the Huntington-Gallipolis trade. She arrived at Huntington Wharf one

*47

trip, loaded with apples, and was leaking without being noticed until it was too late. She sank outside the wharf and was a total loss.

THE FASHION AND THE SCIOTO

In 1872 Captains George and William Bay hired Captain Rye Scott to draft and build a boat for them to deliver the mail between Portsmouth and Proctorville, Ohio. This boat was one hundred twenty feet long, twenty feet wide, single deck and side-wheel. Her engine was small and connected by belt to the wheel shaft. Her boiler was of the tubular type and had one smoke pipe. The Bays called her FASHION.

She left Portsmouth at 4:00 A.M. and delivered mail at Pine Creek, Lime Kilns, Franklin Furnace, Greenup, Hanging Rock, Ironton, Ashland, Catlettsburg, Ceredo, Burlington, Huntington, Guyandotte, and Proctorville. She arrived at Proctorville about noon and left on her return trip at 1:00 P.M. Huntington, at this time, had only commenced to get on the map.

Captain J. M. Rucker, of Crown City, Ohio, was the mail agent on the FASHION. At Burlington, I carried the mail from the post office to the boat and received twenty-five cents per week.

In election times we had no telephone, so we depended on Captain Rucker for the news. He would write all that he knew on a slip of paper and place it in the mail bag. The postmaster would read this news to the crowds outside the door and, if the news suited, a mighty yell would go up.

The FASHION soon got too small for the trade,

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and in 1874 the SCIOTO was built to take her place. The SCIOTO was one hundred forty-five feet long, twenty-two feet wide, single deck, and her engines were fifteen inches diameter of cylinder and five foot stroke. Her boilers were of the tubular type, one boiler and one engine set on each side of the hull. This gave a full length cabin.

This was probably the fastest small sidewheel steamboat ever built. She left Portsmouth at 4:00 A.M., made fifteen, or twenty, landings, and arrived at Huntington at 9:00 A.M.

The FASHION carried the mail, after the SCIOTO took her place, between Huntington and Gallipolis. Sam McCoy was the mail agent on this route and he was quite a poet.

Bays sold the FASHION in the early eighties to Captain Wash Williamson. He rebuilt her and changed her name to RELIANCE. He ran the RELIANCE in the trade between Portsmouth and Rome, Ohio.

The SCIOTO was sold to parties at Wheeling, West Virginia, and ran in a local trade out of this port until the fateful collision with the BEN LOMAN, when both boats were out with excursions. The SCIOTO had one of the Sunday Schools. She was sunk in the collision and sixty-five of the children were drowned. She was raised, rebuilt and called the REGULAR. The accident had apparently attached a river "jinx" to her, for she was never successful after that.

After losing several thousand dollars, the REGULAR was dismantled in 1885 and the engines used on the COURIER, built by Captain Mack Gamble.

The FASHION and SCIOTO were both built at

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Ironton by Captain Rye Scott and Mike Wise for the Bay Brothers.

In the days when Huntington was young, there was a steamboat operated between Huntington and Gallipolis, Ohio, owned by the Bay Brothers and manned by Alex and Sandy Suiter, Johnny Irons, Boone Miller, Cale Dusenberry, Frank Fuller, as officers. Another man well known to the older generation of Huntingtonians, the late Sam McCoy, who was the mail agent and one of the real fellows in the days of the FASHION, nicknamed it the "LOUSEY JIM."

She was a long, lean, lank, single decker with side wheels, and propelled by short stroke engines geared to a bull wheel with belts that would flop to and fro until they worked down to a steady motion. Out forward around her boilers, there were constructed cattle pens to confine stock and named Old Mike's Stall and Old Pete's Stall, etc., by the crew.

Conpetition for business between the route traveled by the LOUSEY JIM was intense and the passenger fares were changed from day to day according to the number of boats competing for business.

At times there would be several boats leaving the wharf at the same hour and a race would begin. The fare would vary from ten to twenty-five cents. The twenty-five cent fare existed when the competition had been eliminated. It was on one of the twenty-five cent days that Mail Agent Sam McCoy was inspired to write the lines about the LOUSEY JIM and the country folk up the river, whom he called the "yaps."

On regular time, the FASHION would leave the Huntington Wharf at 5:00 A.M. and, at daybreak,

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a landing was made at Robinson's Landing, when one old yap and one young yap came aboard. Sam McCoy knew that the fun would start when the yaps discovered they had struck a twenty-five cent day, so he wrote this poetry:

The poor old yap was up at half past two and he sot around till four;

He lit the fire and smoked his pipe and opened wide the door.

He listened for the JIM.

He heard the noise, he saw the smoke and my how that yap did grin!

(It was raining hard that morning.)

The LOUSEY JIM is growing old; 'gainst rain she was not proof.

The water stands upon the floor that soaks down through the roof.

The poor old yap is dripping wet and yet he don't complain.

He is on the JIM and going to mill with a bag of grain.

The old bull wheel goes round and round and the belts flop to and fro

'Tis music in the young yap's ear when the JIM lights out to go.

(On up the river the JIM answers another hail.)

And Ella Belle Hill came tripping aboard all dressed in diamonds and silk

Whilst Granny Burns came limping along with a jug of butter milk.

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The Captain, Clerk and mail agent all rejoiced in turns,

While drinking of the buttermilk presented by Granny Burns.

(Clerk made his rounds collecting fares, and returning to the office the mail agent observes.)

The old yap standing out on the bow conversing with a friend,

Talking about the things he was going to buy and the money he had to spend.

When up stepped the old he yap and he seemed to be amazed.

He says, "It's twenty-five, the fare has raised."

(In due time the landing was made at the end of the route. In a few hours the return trip began with a cabin full of yaps. After making all their purchases, they had saved sufficient for the fare and the price of the supper.)

The supper bell rang out so loud, it was heard out in the stable.

One yap jumped out of Old Mike's Stall and rushed back to the table.

He was yet ten miles from home; and hungry, tired and sore.

He ate four times his quarter's worth and loudly yelled for more.

(The old bull wheel goes round and round, and jingle goes the bell.)

I don't wish the LOUSEY JIM, or the old yaps any harm,

They're friends and most of them own a farm.

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THE STEAMER VIRGINIA

The steamer VIRGINIA was built by the Cincinnati Marine Dry Dock Company in 1895. Captain Frank Elison superintended the construction of the boat for the Pittsburgh and Cincinnati Packet Company.

Many mishaps fell to her lot. That her hull was unusually strong was proven when she struck the rock grade at Maysville, Kentucky, and tore up twenty to thirty feet of it without injury to herself

On March 6, 1910, she landed at Willowgrove, West Virginia, and got into a cornfield where she stuck tight. All efforts of her crew to get her out proved useless because of the high wind. The towboat VOLUNTEER landed her tow and pulled at the VIRGINIA until both crews gave up hope of ever loosening her.

Several weeks later, she was floated after five thousand dollars had been expended for the construction of ways over which she was coasted into the river.

After a time she was rechristened STEEL CITY by the company in hopes that the change of name would bring a change in fortune. Her luck continued to go the wrong way, so she was sold to St. Louis men who put her back on the river as the excursion steamer EAST ST. LOUIS.

She was a burden to the Packet company and did more than her share in financially wrecking the fine line of steamers owned by the company.

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STEAMER BOSTONA

Captain Wash Honshall bought the BOSTONA to replace the POTOMAC in the Cincinnati and Huntington run in 1873. She ran up to 1879 when she was dismantled and her engine used on the new BOSTONA. She left Cincinnati on her first trip December 9, 1879, with one of the gayest wedding parties on board that ever took passage on a steamboat.

Gus Honshall, son of Commodore Wash Honshall, and the niece of C. P. Huntington, of the C. & O. Railroad fame, were married on this date and were the guests of honor on this trip.

The BOSTONA was very successful and was run in the railroad trade until the C. & O. was completed to Cincinnati in 1882. Then her trips were extended on to Pomeroy, Ohio. She left Cincinnati every Monday and Thursday at 5:00 P.M. and Pomeroy, Ohio, every Wednesday and Saturday at 5:00 A.M.

John Holloway, of Gallipolis, was her captain; Kendall Morgan, clerk; Josh Cropper, mate; Jim Mace and Brois Dennis, pilots; and Charlie Dashner and Will Franklin, of Point Pleasant, engineers. Will Davidson, of Bradrick, Ohio, fed the hungry people.

On February 8, 1877, the BOSTONA and SAM MILLER collided at Sciotoville, Ohio. The BOSTONA sank, but was raised and on her way to the docks on the eleventh.

April 25, 1880, part of her cabin was blown off by wind at Huntington, West Virginia.

On February 5, ---- the BOSTONA left Cincinnati with the river part full of ice. On the seventh, after building her wheels over the

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second time, she arrived at Point Pleasant and went into harbor in the Great Kanawha River along side of the big towboat DICK FULTON.

The BOSTONA left Point Pleasant on February 28, and dropped down to Gallipolis where she laid overnight. A party of Gallipolis young folks gave a dance on board that night.

The next morning we left for Cincinnati at 7:00 A.M. On January 9, 1886, the BOSTONA was wind bound at Salt Creek all day Saturday. On Sunday, the tenth, we ran down to Huntington and laid up for wind until Monday morning. It was twelve degrees below zero on January 13, and the BOSTONA laid up for ice in the Kanawha River.

She continued her trips to Pomeroy for the next two or three years and then she was made a tramp boat. She made several trips to Memphis and ran some in the Louisville trade.

Commodore Laidley allowed her to try her speed once more. She lowered her time from Cincinnati to Pomeroy. Her time was eighteen hours and forty minutes.

In 1900 the BOSTONA was dismantled and her engines used on the INDIANA. The name of the INDIANA was changed to AMERICA and she was used for excursions out of Louisville.

The same engines that drove the BOSTONA to New Richmond, twenty-one miles, in one hour and thirty-one minutes; to Rock Springs, thirty-nine miles, in three hours; and to Pomeroy, two hundred and twenty miles, in eighteen hours and forty minutes, are just as good as when first built and still used on the AMERICA. They are twenty-five and one-half inches in diameter of

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cylinder, eight foot piston, and the broad horn type.

STEAMER FLEETWOOD

The Str. FLEETWOOD was purchased by the New Packet Company to be used in connection with the C. & O. Railroad between Cincinnati and Huntington. The FLEETWOOD was one of the most beautiful packets of her time. She was fast, and her record time upstream to Huntington was thirteen hours for one hundred and sixty-five miles.

This boat was known for her loud scape. You could hear her scaping out at a landing for several miles. She was termed the steadiest wheel of any steamboat in existence. She was the favorite of Commodore Honshall.

The FLEETWOOD was rebuilt in 1880, and the new boat made her first trip on September 14, 1880.

On November 6, she collided with the HARRY BROWN.

Commodore Honshall resigned in 1883, and C. M. Holloway was elected in his place.

There were several changes and the White Collar Line got control of the U. S. Mail Line Company. Commodore Holloway changed the FLEETWOOD from the Pomeroy trade to the Louisville trade in place of the BEN FRANKLIN, and she ran in this trade the balance of her days.

In 1890 the FLEETWOOD was used to fight the NEW SOUTH in the daily run between Cincinnati and Louisville. After the Packet Company bought the SOUTH, the FLEETWOOD was placed back on her regular run in the Louisville trade.

Commodore F. A. Laidley built the CITY OF

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LOUISVILLE in 1894, which ended the FLEETWOOD. The LOUISVILLE was entirely new, engines and all, but the FLEETWOOD remains dear to all those in the Ohio Valley who remember this great boat.

STEAMER CITY OF LOUISVILLE

In 1893 Commodore Laidley decided to build a real steamboat. He let contract to the Howards, at Jeffersonville, Indiana, for a side-wheel packet three hundred feet long and a forty foot beam. He contracted with the H. F. Frisbie Engine Company to build the machinery, engines thirty inches diameter of cylinder and ten foot stroke of piston. She was to cost one hundred thousand dollars. She was to be built for speed, and her power was greater than any packet boat of her time.

She was completed and made her first trip April 3, 1894. She was fast, but her power was so great that trouble developed in holding her timbers. Her fore and aft bulkheads gave way under pressure. She was taken out on the way and heavy bulkheads placed and reinforced with iron.

At first these iron sheets were placed edge to edge and bolted to the wooden bulkhead. This was the correct idea. When everything was found to be holding, the engineer, Henry McClanahan, commenced to let her run, "and she could run some too."

On April 5, 1896, her speed was tested and her time from Louisville, one hundred and fifty miles, was five hours and fifty-eight minutes, and from Louisville to Cincinnati it was nine hours and forty minutes. The river stage was

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forty-five feet. I believe that on a stage of thirty feet she could have eliminated the forty minutes. As it was, the time was the best on record.

Her crew was John Brenan, master; Charlie Langhart, clerk; Henry McClanahan, engineer; Jack and John Linburn, pilots; and Jessie Irwin, mate. He was the only steamboat mate that I ever knew that wore kid gloves while on watch. He was, at all times, the best dressed man on the boat and he could make the roustabouts fly.

The LOUISVILLE was a beautiful steamboat and the first one of this company to have promenade guard aft of the cabin, doing away with the old idea of solid bulkhead aft. This was done on the advice of the author and was accepted by the management as one of the greatest improvements in steamboat construction.

Commodore Laidley told me that he was glad he had asked me for a suggestion and said, "When the CITY OF CINCINNATI is built she will have six feet aft."

The LOUISVILLE was not, I believe, a financial success on account of the extra cost to run her, several hundred dollars more each month than the TELEGRAPH. She was really out of class in this tade, but was the favorite boat of Commodore Laidley. She ran in the trade until wrecked by ice in the break-up of 1918.

STEAMER TELEGRAPH

There have been at least six steamboats named TELEGRAPH, so this name is very familiar on the Ohio River above Louisville. The OLD BOSTON that ran in the Cincinnati and Catlettsburg

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trade in war times was replaced by the TELEGRAPH NO. FOUR, but the NUMBER FOUR was not used. She was changed to the Cincinnati and Pomeroy trade after her captain, Wash Honshall, had organized the Cincinnati-Portsmouth-Big Sandy & Pomeroy Packet Company, and ran in the Cincinnati and Pomeroy trade until 1887 when she was dismantled, and another new boat, called TELEGRAPH, was built to take her place.

The new boat was of very light construction. She was larger than the old boat and much faster. On one trip, she ran from Cincinnati to Pomeroy in twenty-two hours, making twenty-seven landings. This was on January 1, 1878. This run was remarkable for a boat of her size and power.

She had side wheels and was two hundred and ninety-one feet long, forty foot beam and her engines were from the old boat and were twenty-two inches diameter of cylinder and eight foot stroke of piston.

The TELEGRAPH was always a successful money maker for the company. Some of the old captains that served on the TELEGRAPH were Frank Morgan, William Kirker and James Campbell. Captain Campbell lived at Huntington, West Virginia, and he spent his last steamboat days on the TELEGRAPH,

The first trip of the TELEGRAPH was to Huntington in place of the BOSTONA. Her clerk on this trip was William Walker. On her return trip to Cincinnati, John Hamilton shipped as clerk. Other men who were chief clerks on the TELEGRAPH, were Ed Kirker, Frank Morgan, James Kirby and David Scatterday.

Dave Scatterday, better known on the river as

*59

Diamond S., served several years as clerk of this boat and every shipper was well acquainted with him.

Carl Crawford, of Burlington, Ohio, made the first and last trip as second clerk. He was one of the best freight clerks on the river and served in the TELEGRAPH her lifetime.

George Ketchum was chief engineer for several years. He was one of the first-class men of that day.

George W. Damaron served as chief engineer after George Ketchum resigned. He was one of the well-known engineers, first class in every respect and a gentleman in all that the word means. He was appointed inspector of boilers in 1894 and has served in that capacity many years. When George was engineer on the TELEGRAPH, he just carried enough steam to make her go good. He surely made her run. He never had an accident, to my knowledge, and his engine room was always in apple pie order.

Captain James Campbell was one of the good old steamboat men who always looked after the welfare of the passengers in his charge. He was a good story-teller and made many friends, giving incidents, humorous and otherwise, that took place on the TELEGRAPH.

In 1891, Commodore Lee R. Keck rebuilt the TELEGRAPH at Harnar, Ohio. This time her engines were made new by the Marietta Machine Company. They were the same size as the old ones. Captain Edwin Maddy superintended the construction of this boat. This TELEGRAPH was the first boat to have her cabin lighted with electric lights. These lamps were of the old arc style. She ran in the Pomeroy Trade until

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after the big steamboat fire at Cincinnati. On August 5, 1895, when the BIG SANDY was destroyed, the TELEGRAPH was placed on the run of the BIG SANDY in the Louisville and Cincinnati trade. She was very successful in this trade up to November 22, 1897, when she sank and was a total loss.

The TELEGRAPH left Louisville at 5:00 P.M. on her regular trip. The evening was dark, with a cold, drizzling, rain. This mist made one of those real dark nights, and it was dark when she reached Fern Grove.

Captain Charlie Williams left the supper table and went directly to the pilot house to relieve his partner, Captain Charlie Dufour. Captain Williams took the wheel and Captain Dufour at once stepped out of the pilot house. Before Captain Williams could get his bearings, the TELEGRAPH struck the bank at Fern Grove, full head of steam, and sank. At her stern the water was on the roof.

Her flag, that is fifteen by twenty-two feet, is now in the writer's possession.

STEAMER CITY OF IRONTON

The CITY OF IRONTON was built by the Bay Brothers in 1880. Her engines were off the old Kanawha River towboat KANAWHA, and they made the IRONTON nearly fly.

The cylinders were sixteen inches in diameter with five foot stroke. Her model was on good lines and her record run between Portsmouth and Ironton, downstream, a distance of thirty miles, was two hours and fifteen minutes, and upstream two hours and thirty minutes. On one run she

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made fourteen miles out of Portsmouth in one hour. She raced the ST. LAWRENCE every Monday morning out of Huntington and easily won. She also raced the fast TELEGRAPH and was only prevented from passing because the pilot of the TELEGRAPH refused to give her room. She passed the PITTSBURGH after one of her engineers had said that he would blow his boat up before he would let the IRONTON pass her.

When the noted trial of Doctor Gates was going on at Ironton in 1881, she carried the whole populace from Proctorville to Ironton. The citizens were divided for and against the doctor. Friends and relatives fell out and quarreled. When the doctor was freed of poisoning his wife and the crowds left Ironton for Proctorville on the CITY OF IRONTON, the crowd that favored the doctor sang hymns of joy, while his enemies cried, "Guilty!" no matter what the court decided.

When the IRONTON blew her landing whistle for Proctorville that night at one o'clock, cannons commenced to roar, and the crowds on the river front, who had come to meet the doctor, cheered themselves hoarse.

After the C. & O. Railroad was completed down the river, Captain William Bay sold the IRONTON to Captain Frank Morgan and Watt Shedd, for the company. They ran her daily out of Cincinnati to Ripley. Captain George Bay was opposed to the sale and for several months could not speak of the IRONTON without tears coming to his eyes as he said, "We made a mistake when we sold that boat."

She fought the MORNING MAIL, one of the White Collar Line boats that was a daily packet to

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Maysville for several months. She was finally sold to parties in the South, where she ran until she was destroyed by fire. Her name was changed to ISSAQUENA, and some improvements were made.

In the South, she was run under the management of the Greenville and Vicksburg Packet Company in the Lower Bend trade. She was very popular in this trade, and soon gained the reputation of serving the best meals on the lower Mississippi. Competition was keen--having the KATTIE HOOPER to compete with. Captain James Reese was in command of the IRONTON.

The negro steward that had charge of her cabin was one of the best. He was extravagant to the limit, but was profuse with excuses which had held him in service for several years. Captain Reese would protest to Wesley, the steward, over the expense of running the ISSAQUENA'S dining table. "Yessah, dat's de trufe, Cap'n. But, sah, ev'rybody expect the ISSAQUENA to gib dem de best in the land, an' dat is wot I'se doin', sah." Usually this line of talk was too much for Captain Reese and he would not bother about the expense any more for several weeks. Then he would advise the steward again to cut his expense.

"Yessah, Cap'n, but you done tole ole Wes to gib 'em de best he's got, and I'm doin' it, sah."

One Christmas the ISSAQUENA had a big trip. There were seventy-five passengers aboard and Wes undertook to give them a Christmas dinner. He served ice cream, strawberries and other fruits that were very expensive. Among the edibles was a pound cake of which Captain Reese

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was very fond. Then there was eggnog and wines of various kinds.

Captain Reese ate a hearty dinner, including several dishes of strawberries, ice cream, and a big slice of pound cake. After the dinner tables were cleared, Captain Reese called Wes to him.

"Pretty fine dinner today, Wes," he said.

"Yessah," replied the old negro, rubbing his hands.

"I told you some time ago to cut down on the cost of the meals."

"Yessah, dat's so but--"

"Now there are no 'buts, ifs and ands' about it, you have disobeyed me. Here is your money."

"Cap'n," began old Wes, "you don't mean to let me go, is you?"

"Yes, I'm tired of being after you about your extravagance."

Wes turned away slowly, went to his room, the texas, and packed up his clothes. As he walked up the levee at Little Rock, the crew saw him turn and take another look at the ISSAQUENA, then continue on his way.

The ISSAQUENA left that night for Memphis. About midnight she tied up at a cotton pile, and an hour afterward a team hitched to a spring wagon came dashing up to the landing. Wes climbed out and asked if Captain Reese were sleeping.

"Yes," he was told.

Then he shambled on board and had a fine breakfast next morning for the crew, passengers and especially for Captain Reese.

When the Captain saw him, he returned quickly.

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"What are you doing on this boat, Wes?"

"Done come back, Cap'n, sah," replied the old negro, smiling.

"How did it happen that you got left?" he was asked by the Captain.

"Went to a dance uptown and heard the ISSAQUENY'S whistle, but de band done been playin' 'Ole Dan Tucker,' an dat niggah woman ah dancin' wid jes' simply held on to me, but you know, Cap'n, you done tole me to leab dis boat."

"Wes," said the Captain, putting his hand on his steward's shoulder, "confound your black skin, don't pay any attention to me after this. Now get to work and make me another pound cake."

STEAMER POTOMAC

The first known of the POTOMAC on the upper Ohio was in 1872, when Captain Wash Honshall bought her from the South and placed her in the trade with the FLEETWOOD between Cincinnati and Huntington to meet the C. & O. Railroad trains. The POTOMAC and ROBERT E. LEE had collided in the lower Mississippi. It was rumored that the POTOMAC had done it on purpose, but this was wrong.

After a few months, the POTOMAC was replaced by the BOSTONA, and the POTOMAC'S trips were extended to Pomeroy. She ran in this trade until the railroad trade was discontinued. The trips of the BOSTONA and FLEETWOOD were extended to Pomeroy. I think this was 1833.

The POTOMAC was sold to William Murdock, owner of the Hartford City Salt Works. She was dismantled and her engines were used at the old Pomeroy Rolling Mill. Many houses in Hartford

*65

City were trimmed with parts of the old POTOMAC. Her hull was made into a barge, and when the flood of 1884 came, all the salt that was in stock at the Hartford City Furnace was loaded on this hull before the flood subsided. She sank and was a total loss.

STEAMER BONANZA

The Str. BONANZA was another of Commodore Honshall's boats and she ran between Cincinnati and Portsmouth for several years. She left Cincinnati at noon one day, turning back at Portsmouth at noon the next.

She was very popular in her trade, and her officers were among the very best. Enos Moore was master, William Bowen, mate, Mack Ketchum, engineer, and Julian Davey, clerk.

Mr. Davey was one of the old-tine clerks in the good old days and he had made many friends in his more than twenty years clerkship in this once famous trade. Every man, woman, and child in this trade knew Julian Davey, of Ironton, Ohio.

The BONANZA was known as the only boat that had church services every Sunday on board. The captain was a religious man and he always attended church in Portsmouth on Sunday, and the deck crew and firemen had meetings on the deck of the boat. They were good singers and some of them would lead, and others would preach. Many white people would go down to the BONANZA to hear the music.

The Portsmouth trade was abandoned in the middle nineties and the BONANZA was placed in the Pomeroy trade.

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A small creek empties into the Ohio just one mile above Portsmouth, Ohio, called Funk's Gut. At the mouth a sand bar had formed and the BONANZA was the first boat that was ever grounded there. River men named the bar "The Bonanza Bar," a name that it still carries.

The BONANZA'S crew of first-class steamboat men was composed of Enos Moore, captain; Julian Davey, clerk; William Bowen, mate; Pete Roufner and Sam Moore, pilots; Mack Ketchum, engineer; and Ben Lamb, a negro, steward.

CITY OF CINCINNATI

Commodore Laidley commenced the construction of the CITY OF CINCINNATI in the fall of 1898. On January 14, 1899, the river raised and floated her off the ways at Jeffersonville. It so happened that she was ready to float. She was finished and raised steam on April 1, and on the sixth she made her trial trip. She left Louisville at 8:30 P.M. for Cincinnati on her Madison trip. She arrived at Cincinnati on April 7, at 9:00 A.M. and was given one noisy reception. She went up as far as Coal Haven in the afterroon with the Cincinnati Chamber of Commerce and their families on board (about 700 people).

On May 19, 1899, she ran from Louisville to Madison, fifty miles, in three hours, twelve and one-half minutes. On June 16, 1900, the CITY OF PITTSBURGH started in the daily trade between Cincinnati and Louisville. The CINCINNATI was ready to leave at the same time, and another rate war was on. Passengers were carried for twenty-five and fifty cents a round trip.

On August 15, the CITY OF PITTSBURGH raised

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the white flag, and the CITY OF CINCINNATI made her regular run the next day.

On December 11, she broke a shaft at Brooksburg, Indiana. Her wheel fell overboard and tore out five staterooms. She was repaired and ran in the Louisville trade until 1917, when she was wrecked by the ice.

The CINCINNATI was certainly a monument to Commodore Laidley. She had beautiful lines and, while her power was less than the CITY OF LOUISVILLE, she was no hearse.

Her engines were from the old CITY OF HICKMAN. She was a big coal burner and too expensive for the trade she was built for.

STEAMER ST. LAWRENCE

The Str. ST. LAWRENCE was built by Billy List, a prominent banker of Wheeling, for the Wheeling and Cincinnati trade where she was run by him for several years and was very popular.

C. M. Phister was purser and Andy Hayslip, of Gallipolis, was mate. Phister resigned when he bought the wharf and ferry at Maysville, Kentucky. Captain Hayslip ran as mate for many years on the FLEETWOOD in Louisville trade and on larger boats. He was always a perfect gentleman and did not drink, smoke, chew, or swear. He was one of the best mates on record.

After the burning of the Maysville packet, MORNING MAIL, Captain Holloway bought the ST. LAWRENCE for the daily trade between Cincinnati and Maysville. She left the Cincinnati Wharf at twelve o'clock midnight each night.

Captain Sam Hamilton was Captain of the ST. LAWRENCE in this trade. Kendall Morgan was

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clerk; William Bowen and John Thompson, mates; Lee Andrews, of South Point, engineer; Jim Gross, steward, and William Agnew, pilot.

The ST. LAWRENCE carried hundreds of casks of tobacco, cattle, hogs, and produce.

One windy morning when she landed at Augusta, the pilot had a hard time getting her turned around. Thinking he could accomplish a turn at the mouth of Bracken Creek, he attempted it only to find his boat blown broadside across the upper point of the creek. All efforts to release her failed.

With the river falling fast, the ST. LAWRENCE was soon beached. The following day, the BOSTONA and BONANZA both pulled at her, but were unable to get her off the point. Several of the largest Pittsburgh towboats landed their tows and pulled at her for hours, but failed to move her. As a last resort, skids were laid, and she was pulled over them into the river by packet boats.

When she was dismantled in 1896 at the Cincinnati ways, the COURIER got her whistle, one of the best known on the river. When her bell was cast, ninety silver dollars were thrown into the metal. It was one of the best toned bells on the river and was sold to Jake Riggs, of Riggs Landing, who placed it on a church eight miles below Gallipolis on the river road, where it still hangs.

Lee Andrews, her engineer, is well known throughout the valley and is a resident of South Point, Ohio. He was at one time engineer for the Davidson Line between St. Louis and St. Paul on their finest steamers.

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I'D LIKE TO HEAR THE ST. LAWRENCE WHISTLE ONCE AGAIN

They claim there ain't no music when the keyboard's hitched to steam;

They claim the old calliope would spoil a deaf man's dreams,

But I find that there's exceptions to most things now and then,

And I'd like to hear the old ST. LAWRENCE whistle once again.

An organ's built to play a hymn; a band's for martial strains;

A banjo for spiritual; a uke for love's refrains;

The ST. LAWRENCE'S song was like the bird's--the notes she used were few,

But every time she whistled, she played "Home Sweet Home" clear through.

The hills all loved that whistle for mornings when she blew,

They turned her notes to echoes, and bounced them in the dew.

When sunset paused for one last look through evening's half-closed door,

Her echoes lingered in her wake; her rollers on the shore.

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I'd like to see her churn up, through old New Richmond's chute;

I'd like to hear her, once again, give that old landing tute,

I'd love to feel the atmosphere to home folks comin' back--

The ST. LAWRENCE had a way somehow that bus lines seem to lack.

I dreamed the old Ohio in the valley memory,

Departed voices that I loved, were coming back to me;

I heard the ST. LAWRENCE whistle as she gaily rounded to--

Her notes still live in many hearts as human voices do.

THE STEAMER SIDNEY

Forty-six years ago the packet steamer SIDNEY exploded a steam pipe at Goose Island about halfway between Pomeroy and Parkersburg. Three passengers were instantly killed, also several of the crew, and more than a dozen scalded. Six died later from burns received. The steamer EMMA GRAHAM came down an hour later and landed at the wreck. Finding out the extent of the disaster, she steamed away to Ravenswood and took two doctors to the scene. The coffins for the dead were taken up from Pomeroy on the packet CHESAPEAKE.

The SIDNEY was built by the Lists, Captain Billy and Captain Charley, bankers, as well as steamboat men of Wheeling, who also built and operated the fine, big, side-wheel packet ST.

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LAWRENCE. The SIDNEY was built for lightness, a good sized stern wheel boat and finely furnished. She was built at Wheeling in 1880, 221.3 feet long, 35.5 feet beam with 5.5 feet hold. Later she was sold to St. Louis parties where she ran as a packet for many years, or until she was converted into an excursion boat and operated for several winters at New Orleans.

After a few years a new boat was built out of the SIDNEY and her name was changed to WASHINGTON. The SIDNEY'S Sweeney machinery, 17 x 5 feet engines, is still on the WASHINGTON. Captain Dan Lacey, well-known purser, last on the QUEEN CITY in the Pittsburgh trade, was head clerk on the SIDNEY, commanded by Captain List. In those days copper main steam pipes were permitted on steamboats. After the bursting of the SIDNEY'S main steam pipe, the law was changed and steel steam pipes were ordered to supplant the copper pipes.

THE STEAMER ELIZA

On Friday, July 6, 1923, citizens of Charleston celebrated the one hundredth anniversary of the arrival of the first steamboat at their wharf. The first new-fangled craft to go up the Kanawha and stop at the port, which was later to be the entrance to the capital of a new state, West Virginia, was the Str. ELIZA.

The coming of the ELIZA immediately started a revolution in river transportation for the valley--the age of progress was on. The canoes and flatboats, the best products that the mountaineers could hue from the timbers of the hills, which had been used up to that time to carry the

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then scant riches from the surface of the land up and down the stream, began to disappear. The shrieks of the steam siren drowned out the voice of the steersman, and in the place of man- and nature-power boats, came steam navigation into the Kanawha region.

In seeking information about the history of steamboating on the Kanawha, Captain Joe Wells, one of the best known river men of Charleston, was among the men consulted. Others were S. M. Snyder, better known as "Soc"--he knows every crook and turn in the stream flowing towards the Mississippi and remembers many a story about boats and the men who steered them; Colonel Bob Carr, whose career as a river man and a resident of Charleston reads like a book; W. B. Donnally, as familiar to Charleston as a river man as the Kanawha River itself; and Captain H. N. Miller, a pilot of the EUGENE DANA SMITH, towboat, owned by the Campbells Creek Coal Company.

There is some dispute as to the exact date when the first steamboat ran up the Kanawha as far as Charleston and also some dispute as to which boat arrived there first. The ELIZA, however, is generally accepted as the first craft to reach this point, having arrived on July 6, 1823.

In THE TRANS-ALLEGHANY PIONEERS, compiled by Captain John P. Hale, there is a notation saying: "In 1823, the ELIZA was the first steamer to ascend the Kanawha as high as Charleston."

THE STEAMER LANE

One of the oldest boats on the Kanawha River today is the D. T. LANE, now owned by the Campbells

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Creek Coal Company and used to tow barges between here and Cincinnati. That boat is familiar to all Charlestonians who watch the river.

The LANE'S history is a matter of dispute. According to Mr. Snyder, this boat was built before the Civil War, and during the war performed the duties of a gunboat on the Tennessee River. Mr. Snyder says that the late Captain A. C. Orcutt was on the boat at the time and took part in the battles. "I have often heard Captain Orcutt tell stories of the LANE'S Civil War record," said Mr. Snyder. "I remember hearing him tell about a negro boy on board whose head was torn off by a cannon ball."

Captain Miller, however, says that the LANE was built after the Civil War, and a few years later was taken over by her present owners. "The D. T. LANE," Captain Miller said, "has the oldest name of any boat on the river, but she is not the oldest boat." She was built at Oil City, Pennsylvania, he said, a few years after the war, and since then has been rebuilt three times. The last time the boat was rebuilt was in 1908. To confirm this, Captain Miller, who was standing in the pilot house of the EUGENE DANA SMITH at the time, shifting barges about the harbor at Dana and talking to a DAILY MAIL reporter, called through a megaphone to a member of the crew of the LANE, which was standing tied to the dock, and asked him to look over the cabin door for a plate containing the date of the last rebuilding. After a moment or two, the man shouted back to the captain, "1908."

"Yes," said Captain Miller, "that's the year. She was made over then and put in a modern condition,

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but there might be a few parts of the old machinery on her now."

Captain Wells said the LANE was built at Wheeling after the Civil War, and a part of her machinery was taken from an old gunboat which saw service on the Tennessee River during the war.

THE STEAMER KATIE

One time the KATIE was aground, bow upstream at Sugar Plantation, when the Str. R. E. LEE, the first, landed to take off her passengers. It took all the big ropes in New Orleans and several tugs to float the KATIE, and it cost a lot of money.

Some time after that she ran in the place of the LEE in the Vicksburg trade, while they built a new hull for the LEE and installed new boilers at Jeffersonville. After these repairs, she was called ROBERT E. LEE II. The KATIE was built to beat the LEE'S time, but she was, for some reason, too short for the power she had and could not be driven full speed. She would dip her nose into the water too deep.

Her engines were thirty-eight inches diameter of cylinder with ten foot stroke. She had nine boilers, forty-two inches in diameter, thirty-four feet long. Her machinery was the finest that could be made.

Peter Freeland, her chief engineer, was boiling over with discipline. So much so that he was nicknamed "Peter from Heaven." Peter left the KATIE and shipped on the J. M. WHITE. He was one of the best of old-time engineers.

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THE STEAMER BEDFORD

The BEDFORD was a low water boat built for service on the Cumberland River. She was purchased on the lower Ohio by a company composed of Captain Gordon Greene, Captain J. M. Gamble, and a number of others. The steamer was operated in the Wheeling-Pittsburgh trade for a while with Captain Greene as master and Tim Penwell, clerk. Mr. Penwell died in Kansas where he had extensive oil interests.

Later on, Captain Greene purchased the BEDFORD. There was an opening for a boat in the Pittsburgh-Charleston trade, and, while the BEDFORD was rather small for the trade, Captain Greene built a texas on her and started in the run where she made a great success. After being taken out of this trade, the texas was removed and the H. K. BEDFORD met her end while operating in the Wheeling-Parkersburg trade with Captain Henry Kraft as master, when she sank above Marietta.

She was owned at the time by the same interests which had owned the BEN HUR, the latter boat having been sold meanwhile to upper Mississippi River parties at St. Paul, Minnesota. The BEN HUR was later taken to the lower Mississippi and ended her career a few years ago while being used as an excursion boat.

STEAMER BEN HUR AND COURIER

The steamer COURIER was built by the Wheeling Packet Company in 1885. In the company were Captain Thomas Prince, Henry Schmulbach, Captain J. M. Gamble, and others. The ship was later

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acquired by Captain Gamble. The COURIER ran in the Wheeling and Parkersburg trade, making three trips a week, leaving Parkersburg on Monday, Wednesday, and Friday. On the Friday trip, she went through to Pittsburgh. The COURIER was a very successful boat in every way. Many river men called her "the best stern wheel packet that ever ran on the upper Ohio."

In 1889, a company headed by Captain Fred Kimple built the BEN HUR at Marietta, Ohio. The BEN HUR was nearly the same size as the COURIER, both boats being around one hundred and sixty-five feet long, though there was, of course, considerable variation in structural details. She had a texas and the COURIER did not. The BEN HUR was placed in the Wheeling-Parkersburg trade to make three round trips a week on opposite days to the COURIER. She left Parkersburg on her Saturday trip. Rivalry between the COURIER and the BEN HUR was intense and the residents of the river front were divided into two factions, one favoring the COURIER and the other the BEN HUR.

A church at New Matamores conducted a "race" between the two boats. The boat getting the most votes received a fine silk quilt. The COURIER won the quilt and it is in our possession now. It was a patchwork quilt, made up of pieces presented by various people, and it has many names, initials, etc., embroidered on it.

At one time competition between the two boats was so great that the MATT ALLEN, a low water boat, was entered on the COURIER'S day by people friendly to the BEN HUR and the COURIER people placed the H. K. BEDFORD on the BEN HUR'S day. The history of the BEDFORD is interesting,

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as she started her career without a texas, later had one, and then ended up as she started.

STEAMER ROBERT P. GILLHAM

This boat was built at Parkersburg Dock Company in 1902. Its length was one hundred and seventy-six feet, and beam thirty-two feet. Her engines were of the McConnell type, built by the Marietta Manufacturing Company. The cylinders were fourteen by twenty-four, and seven foot stroke of piston. She had four boilers.

Captain Tom Wright was her master until a few years back, when he was accidently killed at Louisville, Kentucky. He accompanied one of the crew, who was sick, to an ambulance that had been called to take the sick man to the hospital. A policeman, who was assisting to get the sick man into the ambulance, by accident, dropped his revolver. Striking on the bolder wharf, it was discharged, and Captain Wright was killed. This was a great loss to the Kanawha River towboats.

The present Captain of the GILLHAM is Captain Henry C. Young. This man shipped on the GILLHAM as cabin boy when he was only thirteen years old. He has been on this boat as deck hand, watchman, mate, pilot, and, lately, master. His whole life has been spent mostly on this boat. Only a short time ago her name was changed to HENRY C. YEISER, JR. She can handle a tow of twenty-two pieces, and is rated as one of the best towboats of her class ever built.

The GILLHAM is owned by the Hatfield Campbells Creek Coal Company, of Cincinnati, Ohio.

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STEAMER SCOTIA

The SCOTIA was built at Marietta, Ohio, at the Knox boat yard in 1880. She was two hundred and thirty-six feet long and thirty-six feet beam. Her engines were twenty inches diameter of cylinder, four feet, eight inches stroke of piston. She was equipped with forty-eight staterooms, and on every door was painted some scene along the upper Ohio. One of these paintings was of the old mill landing at Bearsville. She proved to be very fast and was the first packet boat on the Ohio River to have an electric searchlight.

M. F. Noll was her first captain; J. A. Voegtly and Willis Stockdale, clerks; and S. R. Lenkard and John Oliver, engineers. In later years Jim Kirker was her captain, and on the last days of her runs to Pittsburgh, she was in charge of Captain Mace Agnew, and Dan Lacey, Frank Moore, and Dick Ashbrook were the clerks; J. M. Keever and W. L. Anderson, pilots; Noah and Charles Ellis, engineers; Tom Bernet and John Beaver, mates; and Harry Solida had charge of the cabins.

The SCOTIA set a record by running from Cincinnati to Pittsburgh in seventy-two hours, making twenty-six stops. She loaded fifty tons of pig iron at Hanging Rock and at Marietta she raced the fast stern wheel packet PITTSBURGH for twelve miles, proving herself to be one of the swiftest stern wheel boats on the Ohio. She was undoubtedly one of the most popular boats on the river. She made a reputation for speed and comfort. All the people liked to ride on the boat that was apt to race and win.

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The SCOTIA was easy on fuel. An old negro and his son fired one watch. The son did the work while his dad played the banjo. A few weeks before the SCOTIA was to leave Pittsburgh on her first trip, the word was passed along the river that she would be equipped with an electric headlight. Nothing like this had ever been seen on the river up to this time.

Soon after this, the old smoky torchlight was relegated to the rear. On Monday, the fast BOSTONA left Cincinnati for Pomeroy at the same time the SCOTIA left for Pittsburgh. Every time the BOSTONA would land, the SCOTIA would pass by, and at Portsmouth, one hundred and twenty miles out of Cincinnati, both boats would be at the wharf together. This was proof of the SCOTIA'S speed.

In 1895, she was sold to Captain Oscar Barrett, who operated her in the Cincinnati and Madison trade. When forced to lay up for low water, she was placed at Riverside along side the B. S. RAY and SIDNEY DILLON (formerly the JOHN A. PORTER, of yellow fever fame). Captain Barrett had bought the JOHN A. PORTER and changed her name to SIDNEY DILLON.

Fire broke out in this fleet on November 9, 1895, and destroyed the whole fleet with a loss of more than one hundred thousand dollars.

STEAMER CITY OF PITTSBURGH

Early in the spring of 1898, Captain John Phillips and Captain Dana Scott, two very prominent river men, bought the old CITY OF NEW ORLEANS in the South, and on May 10, 1898, she arrived at Cincinnati, Ohio. She continued on

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her way to the Knox Boat Yard at Marietta, Ohio, where she was dismantled and her engines used on a new boat which was named CITY OF PITTSBURGH.

On March 23, 1899, the CITY OF PITTSBURGH left Marietta on her initial trip to Pittsburgh. This boat was the first of her size to use the Scotch marine boilers. This was a trial trip that later cost these two good men many hundreds of dollars. Instead of being the success that they had believed, the CITY OF PITTSBURGH was a complete failure. The most skilled boiler makers were never able to stop the boilers from leaking. They were later removed and the old type of marine boilers used.

She arrived at Pittsburgh on March 24, and was given a noisy reception. On March 28, she left Pittsburgh for Louisville, Kentucky, on her first business trip. She had trouble with her leaky boilers all the way.

On March 31, she arrived at Cincinnati, Ohio, where there was another noisy reception given her. She was forced to lay over here for work on her boilers.

On April 1, she left Cincinnati for New Orleans. She arrived at New Orleans on the eleventh and returned to Cincinnati, arriving on the nineteenth of April. Up the river on her way to Pittsburgh, just below New Richmond, she knocked out a cylinder head and returned to Cincinnati for repairs. Luck was against her. She spent most of her time being repaired.

On July 31, she was placed in the daily trade between Cincinnati and Louisville, Kentucky. The CITY OF CINCINNATI, of the United States Mail Line Company, was placed on the same run. The fare was fifty cents a round trip. The

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PITTSBURGH made the best fight she could with her leaky boilers until low water forced both boats to stop.

Commodore F. A. Laidley then placed the CITY OF PITTSBURGH in the Cincinnati and Memphis trade. After changing the Scotch marine boilers for the old type of marine boilers, she was ready to enter her new trade and left Cincinnati on her first trip to Memphis on March 20, 1901.

While she was laid up at the Cincinnati wharf, her pilot house and part of the texas were destroyed by fire. A few hours after she left Cincinnati, she collided with a bridge pier at Louisville, Kentucky. The damage was slight and she continued on her way to Memphis.

All went well then up to April 20, 1902, when fire broke out in the hole at 4:05 A.M. She was landed at Turner's Landing, twenty-four miles above Cairo, and burned to the water's edge. Sixty people lost their lives, and the ones that were lucky enough to get ashore were without clothing or baggage. Captain John Phillips was in charge; O. F. Shriver, mate; Clate Crawford, of Burlington, was engineer. The latter came very near drowning before he got on the shore. There were many narrow escapes and heartrending stories of this accident, which was the worst since the collision of the SCIOTO and BEN LOMAS at Wheeling, West Virginia.

Good luck will be our captain

And sunshine be our mate;

Laughter be our pilot,

And happiness be our freight.

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May all the ports we enter,

Bring pleasures ever new;

Good health will be our steward,

And good friends will be our crew.

FERRYBOATS

The PIONEER CITY was built in 1891 to ferry at Marietta, Ohio. She was very successful up to the building of the traffic bridge at that place. Then she was leased to the Little Kanawha Railroad to tow transfer barges across the Little Kanawha River at Parkersburg. She had her guards cut off close to the hull and her head fixed for towing. She worked here until 1906, when Doctor Vickers, George N. Biggs, and myself bought her for a ferry at Central City.

As soon as the railroad could hire another boat, I brought the boat to Point Pleasant, and when she arrived at the Kanawha docks she was the hardest looking boat that had ever landed there. The hull was fairly good and her engines and boiler were extra good. New guards were placed, and a new deck on the head with new railing and two coats of paint, which made her look better. Her name was changed to CENTRAL CITY, and when she left the docks with a new float on each side, the same dockmen that said she was the worst that ever docked there (among them Captain Charlie Kitchel, of the MONITOR) said she was the best looking ferryboat that they had ever seen.

When we arrived at Huntington, Doctor Vickers came down to look her over. When he arrived at

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the boat, he congratulated me for the beautiful little boat that we had made out of a wreck.

This boat ran at Central City for two years and then was sold to Twenty-sixth Street parties, who ran her at Twenty-sixth Street for several years, without success. Captain Paul Thomas finally bought half interest in her, and after a short time his brother-in-law, Captain Ed Smith, bought the other half. She was then run by Thomas and Smith.

I took a position on this boat as pilot, and we had a fireman named Bert Cooper. I commenced to drive her with all the steam that Bert could make, and when we had one, or two, autos on board, I would holler at Bert and tell him that we were making three trips to the other ferries' one.

Bert would say, "Yes sir, we can do it easy."

Some one in the cars would take it up and say, "You say you make three trips to one for the ARION?"

"Yes," Bert would say, "we make it easy."

Passengers scattered this news. When the Ford Motor Sales Company sent out a number of cars from their factory, they were instructed to cross at Twenty-sixth Street in Huntington, where they could get service. We talked and hurried this ferry contrary to some of the bosses. They would ask Bert to carry just about eighty pounds of steam, "So Cap could not tear her up." But Captain Thomas finally decided that quick trips were going to get the business and he joined in the hurry-up crowd. After a few years, the business had jumped from forty and fifty rigs to two hundred and three hundred each day. Some days we ran over five hundred.

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Then talk started for a new and larger boat. Captain Thomas and Smith had consulted some of the leading orchard men and they agreed to take some stock. They had secret meetings for a while, but one day Captain Thomas told me that they would build a new boat at once. A contract was left for the oak on the farm of Bill Finch, back of Bradrick, and the engines off the CARRIE BROWN were purchased from the Eureka Dry Docks. The boat was built on the Twenty-sixth Street grade. She was larger and faster than the old boat, and would carry eighteen autos. The old boat was sold to Augusta, Kentucky. The new boat increased the business from two hundred and three hundred each day to six hundred, and many times she carried as many as eight hundred. She proved a gold mine. She was a good boat, but soon was really too small for the business. Captain Thomas got so fast that at times he would not wait for people to get on.

This trade at Twenty-sixth Street was at first a losing proposition, but increased to one of the best money making ferries in the Ohio Valley.

Captain Paul Thomas is probably the best ferryboat man in the Ohio Valley. He is one of the kind that knows how to keep his boat going, quick to make repairs, pushes everything to the exciting point, and he wants every man on the boat to do the same way.

TOWBOATS

The towboat THOMAS W. MEANS belonged to the famous White Collar Line, towing pig iron, nails and other merchandise from Ashland and Ironton

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to St. Louis, returning with grain and iron ore. The grain was transferred to cars at Huntington and shipped east, while the ore was used in the furnaces.

The White Collar Line owned the TOM MEANS, the ETNA and COB CECIL, famous towboats of their day. It was the COB CECIL that was sent from Ironton up the river as far as Proctorville to collect a crowd to hear Robert Ingersoll, when he spoke there. It was during the campaign in which Rutherford B. Hayes was elected President. The boat, using two model barges, offered free passage to Ironton and back and several hundred people took advantage of the trip. I was hanging on the back of the speakers' stand when it collapsed, killing a boy.

T. T. Johnson was manager for the White ColIar Line and remained on the COB CECIL most of the time. These towboats were easily identified, as their smoke pipes were painted red and circled by two collars painted in white.

Captain William Kirker had command of the THOMAS W. MEANS. The two MEANS boats of the line bore the names of two of the best known men in the tristate region at that time, Thomas and John Means.

The MATTIE ROBERTS had a checkered career, being traded several times while in service on the Ohio River, and finally to owners in Jacksonville, Florida, where she ended her career on the St. John's River.

She was first placed in the trade between Parkersburg and Wheeling shortly after the close of the Civil War. She was sold to the Big Etna Furnace Company that intended to use her as a towboat, but they discarded the idea and traded

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her to Captain Jack McAllister for a piece of property on the Portsmouth River front.

Captain McAllister made several trips to Nashville with her, finally selling the boat to Captain Taylor Higgins, of Portsmouth, Ohio. He completely rebuilt the boat, using the old engines. Before she was completed, she was sold to a firm at Jacksonville, Florida, and was placed in the trade on the St. John's River.

The TOM MEANS afterwards towed coal from Kanawha River for several seasons in charge of Captain Penn Wright and Captain Jim Woodward.

The SPRAGUE was the world's largest and most powerful towboat. It handled a tow of fifty-six coal barges and two fuel barges, containing fifty-three thousand, two hundred tons of coal and covering an area of five and nine-tenths acres, which is a good explanation why river transportation can be accomplished at a much cheaper rate than by rail.

Another tow recently accomplished by the SPRAGUE consisted of twenty-one barges containing 244,782 barrels of oil. This tow was successful, conveyed by the SPRAGUE from the Smackover Oil Fields to Baton Rouge. The tow was 260 feet wide and 1, 123 feet long. It was the equivalent of thirty trains of oil cars, having forty cars in each train, or a total length of about ten miles. That is far more oil than the largest tank steamer in the world could possibly carry.

The SPRAGUE is a stern wheel river towboat, three hundred and fifteen feet long, sixty-four foot beam, seven feet, six inches depth, and fitted with two tandem compound engines twenty-eight inches and sixty-five inches by twelve

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feet stroke, developing two thousand indicated horse-power.

The paddle wheel, which is the largest in the world, is forty feet wide and thirty-seven feet in diameter and operates at eleven revolutions per minute. In 1925 her old boilers were removed and four Foster Steam Generators installed.

The new boilers operate at three hundred pounds per square inch pressure and the steam is superheated to three hundred seventy-five degrees Fahrenheit in radiant heat type superheaters. The economizers raise the temperature of the feed water to about three hundred sixty degrees.

Before the new steam generators were installed, the operating conditions on the SPRAGUE were far from satisfactory. Her fuel consumption was fifteen barrels per hour, and repairs to her steam generating equipment were constant. At present, the SPRAGUE burns less than eleven barrels of fuel oil per hour. Her over-all steam generating efficiency reaches eighty-five per cent on tests made by the Standard Oil Company's engineers and is the highest recorded on any steamer regardless of size or type.

The stern wheel towboat ALLEGHENY is modern throughout, from stem to stern, and from the main deck to the pilot house.

The Carnegie Steel Company, which designed and built the boat, first considered the comfort and safety of the crew. There are cabin accommodations for a crew of twenty-three, with laundry, refrigerator, pantry, baths, closet and storerooms for food and linen supplies, in short, the boat is a modern floating hotel.

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The hull was constructed by the American Bridge Company, at its Ambridge plant, while the cabin was built at the Coal Valley marine ways of the company, where the boilers and machinery also were installed. The four boilers, forty inches in diameter, and twenty-six feet long, were built by the Federal Shipbuilding Company, Kearney, New Jersey, with two fifteen-inch flues each, are allowed two hundred and eight pounds of steam.

The engines, twin tandem compound condensing, are fifteen by thirty inches by seven foot stroke, developing eight hundred horsepower. The boilers are equipped with Foster superheaters and paracoil evaporators, while there are the usual number of pumps for the various purposes of a modern boat.

The huge stern wheel is twenty-two and six tenths feet wide, twenty-one feet in diameter, five flanges with fourteen buckets, each thirty-six inches wide. The shaft of the hexagon type is twelve and twenty-five hundredths inches thick.

The boat can be steered by hand, or steam, and has three balanced rudders. There also is an electric light plant with two search lights and two flood lights astern.

The towboat GRAFTON was built in 1871 and used to tow coal for several years, when she was sold to other parties and her name changed to D. W. WOODARD. She was sold again and her name changed to BOB PRICHARD.

The PRICHARD went bankrupt and she was bought in for a meat bill by T. H. Davis, of Pomeroy, Ohio. He rebuilt the PRICHARD and called her T. H. DAVIS. The DAVIS was sold to the C. E. &

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I. Railroad and she went to Thebes, Illinois, and West Bank, Missouri, a distance of about one mile.

I was mate on the T. H. DAVIS in 1904, and we had some experiences hard to forget. I arrived at Thebes, Illinois, on Saturday, the twelfth day of December, 1903. I went to the landing to get on the DAVIS at 5:30 P.M. and just at that time a heavy wind storm broke. The DAVIS was blown into the piling, and her guard was torn off. I was out on the track, but could not get to the boat, so had to take most of the storm. It was after six o'clock when I got on the boat. We crossed the river at 9:00 P.M. to West Bank, and laid up for orders.

On Tuesday, December 15, 1903, we received orders to go to Paducah for repairs. Just a few miles below Thebes, we struck a snag and the hull filled with water, but we managed to save the boat and get her pumped out.

Our crew consisted of the captain, his wife, the engineer, and fireman, Harry Congrove, the carpenter, a colored cook, and stewardess, the watchman, and myself.

Late in the evening, we grounded on Brook Bar. Here we stayed for six days. The hull was leaking badly and we ran out of fuel. We had to cool down the big boilers and use the donkey boiler, so we could save fuel. When we found that our fuel was about to give out, we cut up five hundred dollars' worth of oak timber that we had on the transfer barge, which we had in tow, and used this wood to keep the pumps going.

The river filled with ice and piled up around the boat, crowding the barge away from the steamboat twenty, or thirty, feet. The sand on one

*90

side was dry. On the other side was deep water. We had laid line after line over to Brook Island trying to pull the boat loose, but every time something would break.

Finally, we went ashore to see if there was any chance to send for help, or to get something to eat. All we had left was a few potatoes. There were no signs of a house, or store, in sight, so the carpenter decided to walk to Cairo and telegraph the Insurance Company, at Cincinnati, for help. After he left, four men showed up on the river bank. I called to them across the slew that was fifty feet wide, and asked them if there was any chance of getting stores for the boat.

One of the men, who said they were on a duck hunt, added that he had a store at Charleston, Missouri. I asked him if he would bring us some stores and collect from the C. E. & I. Railroad. He said that he would, but that he could not get back until the next day, as it was twelve miles to Charleston. I told him to hurry, for I was getting hungry then.

We carried pine blocks and light boards across the island and built a raft on which to ferry the stores over. The next morning, we were ready for the arrival of a wagon load of groceries.

It was raining and the Missouri bank, which was of red clay and very slick, was straight up and down for ten, or twelve, feet. We had a time getting the supplies aboard. While this was going on, Harry Congrove had arrived at Cairo. He had notified the Insurance Company, received an answer, and employed the towboat

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JACOB HEATHERINGION to bring fuel and stores from Cairo.

The next morning, Monday, December 21, we had steam and sent the same line that got the coal for us down to the HEATHERINGTON. With her help, we were soon afloat and on our way to Paducah.

We left Paducah, February 18, for Thebes, after spending thirteen thousand and five hundred dollars for dock bill.

The BIG SANDY wharf boat was built by the Fleshers at Murryville, West Virginia, for the McCoy interests, of Cincinnati. Jim Fiske was behind the project.

This wharf was three hundred and fifteen feet long and sixty-five feet wide. There were barricades around the inner side. It was arranged for elevators to raise cotton, or other freight, and store on these barricades. She was also piped for gas.

Jim Fiske was shot before the boat was completed and soon after her completion by the Fleshers, she was sold to Commodore Wash Honshall.

The first lick was struck on this boat's construction by Jasper Congrove on July 3, 1871. She cost eighty-one thousand dollars, and was sold to the Packet Company for thirty-one thousand dollars. She was used for the packets of the Cincinnati-Portsmouth-Big Sandy & Pomeroy Packet Company.

The office on the wharf boat was the most commodious ever built on a wharf boat. Early in the nineties, the boat was lighted by electric arc lights.

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She sank and went to wreck in the winter of 1903 and 1904.

I had charge of this wharf at the foot of Broadway from September 6, 1890, to October 26, 1903. She floated only a few months after I left. I had managed to keep her above water by loading properly, and I certainly knew that no man knew as well as myself how to take care of this boat. Several old river men said when I left that she would sink, and she did.

SHOWBOAT COTTON BLOSSOM

The steamer GRACE DEVERS, formerly the C. C. BOWYER, was built by Captain George W. Gardner, at Point Pleasant, West Virginia. The BOWYER ran for several years in the Huntington-Gallipolis trade. The COTTON BLOSSOM never failed to have a good house. Although there were moving picture shows at every stop, the attractive showboat got the crowds.

On this boat moral character was an important factor in the selection of both company and crew. Intoxicating drinks were strictly forbidden on board the boat, and the manager would not show at any stop where there happened to be some religious meetings going on. The show would conflict with the church. Captain Hitner, the manager, would forfeit the license fee and order the boat to move on to the next town.

The following poem was written by Bessie Wolford at the time the two beautiful steamers, the CITY OF MADISON and FLEETWOOD, were running between Cincinnati and Louisville. It was the writer's privilege to see these two boats many times as one of them left Louisville every evening

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at 5 P.M. and the other left Cincinnati at 5 P.M. These were both side-wheelers, and the name U. S. Mail on the wheel house in red, white and blue could be seen for a long way. They were kept scrubbed and painted and just as white as snow. Those who love the river and its boats cannot read this poem without feeling the swelling of his heart as he imagines one of those beautiful steamers coming around the bend.'

WHEN THE BEAUTIFUL STEAMERS COME IN

I stood on the shore in the moonlight,

No longer than last Saturday night,

When just as the FLEETWOOD had whistled,

The MADISON rounded in sight.

Oh, the river was smooth as a mirror,

And over the hills' wooded crest,

The moon newly risen in splendor,

Threw a broad bridge of light o'er its breast.

From the band of the graceful FLEETWOOD

Came the strains of "A Sailor Boy at Sea,"

While softly and sweetly the MADISON played

A song, "Then You'll Remember Me."

Slowly the boats moved in to the shore,

Where the dancing moonbeams quiver:

Of "Annie Laurie," the MADISON sang

And the FLEETWOOD, "Suwannee River."

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Side by side, oh, you beautiful rivals,

You lay on the river's broad breast!

(Don't ask me, I beg, if you love me;

Which one of the two I love best!)

I stood on the deck of the FLEETWOOD,

As she proudly drew out in the stream,

And the music came over the water

Like a melody heard in a dream.

From the MADISON, "How Can I Leave Thee!"

Rose tender and clear in its tone,

While the harp of the FLEETWOOD played softly,

For me, I thought, "Call Me Thine Own!"

Further and further apart we drift--

Then one song arises, grand and free,

And the strain they both are playing now

Is--"Nearer My God to Thee."

There are many sweet things in this life, friends,

Apart from its sorrow and pain;

There are times when we turn from this world, friends,

And forget all its greed and its gain.

For in the soft hours of the evening,

We dream the old dreams as of yore,

And we long for the friends who have left us,

Alone on this moonlighted shore.

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And we think of a world far beyond us--

A world free from sorrow and sin,

Where we know that the loved ones are waiting

To welcome us when we come in.

THE BIG SANDY WHARF BOAT

The BIG SANDY wharf boat, located at the foot of Broadway, Cincinnati, Ohio, was the largest single hull wharf boat ever built on the Ohio.

In 1871, Jim Fiske, president of one of the great railroads of that day, contracted through the McCoys, of Cincinnati, with the Fleshers, at Murryville, West Virginia, to build this boat. Its dimensions were specified at three hundred and fifteen feet in length, sixty-five feet in width, double deck. This boat was begun on July 3, 1871, and the first stroke in the construction was made by Jasper Congrove. It was finished late in the fall.

Jim Fiske intended to use this boat as a terminal between the steamboats and the railroad. The upper deck was to be equipped with elevators so they could store cotton there. This boat was piped for gas.

Mr. Fiske was shot by Mr. Stokes before he completed the project, and the boat was sold at auction. Commodore Honshall bought the wharf for thirty-one thousand dollars though it had cost eighty-one thousand dollars to build, with eight hundred thousand feet of lumber used. He placed it at the foot of Broadway, in Cincinnati, and his line of boats received and delivered cargoes there.

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There were gangways on the outside for six steamboats to work with and three stages to the shore. Teams drove in at both ends and out at the middle stage.

Tom Johnson, of South Point, Ohio, had charge of this wharf for seventeen years, and I was in command for fourteen years.

Late in the fall of 1903, the wharf boat sank and was a total loss. At this time the packet company was gasping for breath and the boat was never replaced.

The offices on this boat were the most elaborate ever placed on a wharf boat. At the head of the stairway, one entered the waiting room, or the main office. In the rear was the private office of the general manager and stenographer. The office force in 1900 was F. H. Laidley, General Manager; George P. Quiggins, Secretary and Treasurer; Will Keohler, office boy; Belle Clause, later the wife of Keohler, stenographer. Walter Quiggins, Henry Wiley, Fred Bertram, John Schall, Ellis C. Mace and James Worthling, made up the rest of the crew. The offices and boat were lighted by electricity.

One packet left the Big Sandy Wharf daily, except Sunday, for Pomeroy; one boat each day, up to 1882, for Huntington; one boat for Portsmouth every other day, and a boat every day at twelve midnight for Maysville, Kentucky.

It was no uncommon sight to see the landing blocked with drays waiting for their turn to unload with the steamboat crews helping them as fast as possible.

Up to 1895, the freight and passenger business that crossed this wharf was immense. The capacity of the boat was taxed at all times.

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This shows that up to that time the railroads had not affected the river business.

The first freight unloaded on this wharf boat was one hundred tons of pig iron unloaded by Captain T. T. Johnson.

RACE OF THE NATCHEZ AND ROBERT E. LEE

Packet crews and not the packets themselves won river races. The historic race of the ROBERT E. LEE and NATCHEZ, run between New Orleans and St. Louis, more than fifty years ago, proves this statement.

Never in the history of river steamboats was the excitement as great as when these two great steamers started from New Orleans on their twelve hundred mile race to St. Louis. Many different accounts of this famous race have been given, but the authors have always been partial to one boat. Some even fail to acknowledge that the NATCHEZ was at any time in the race.

I want to tell both sides straight, as I have been able to get the true story from the different crews. Captain James Pell, who was one of the pilots on the LEE, and was my neighbor for two years, related to me the story of the race as follows:

"We knew," he said, "that there was very little difference in the speed of the two boats. Our captain knew that the winning boat would be the one that had the most perfect discipline among officers and crew. This the LEE proved to have.

"When the clock struck 5:00 P.M. on the thirtieth day of June, 1870, these two beautiful, fast steamboats raised anchor at the New

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Orleans Wharf and started on this history making race. The wharf at New Orleans was crowded with people long before starting time. Captain John W. Camon and Captain Leathers had made bets of ten thousand dollars on their boat, and thousands of dollars bet by other people showed how the public was divided as to the speed of the two boats. Excursion boats had carried thousands of people up the river to watch the races.

"The LEE was the first to swing out into the current. She was quickly followed by the NATCHEZ. The darkies on both boats were singing their most familiar songs, and the crowds on the landing at St. Mary's where all boats take their time in passing, were yelling with all their might.

"The LEE fired her cannon at 5:40 P.M. and the NATCHEZ cannon boomed at 5:47. The race was on! Smoke and fire poured from the smoke pipes of both these great steamers. The sight was the greatest ever seen on inland rivers.

"The first news received showed that the NATCHEZ had gained on the LEE. Odds on the betting were at once given to the NATCHEZ. As the news spread up the valley that the race was on, excitement grew intense. Bonfires were built on the banks at night. Business was at a standstill in cities and towns, and work was suspended on all plantations for miles back from the river. Cannons were fired from the banks as the racers passed by.

"On July 1, the city of Natchez was in celebration. Bands were playing. Cannons were loaded. But when the LEE passed slightly in the lead, the cannons were not fired. Many disappointed people shed tears.

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"Fuel was to be taken on at Natchez and the LEE'S crew picked up two flats, without an error, and had them unloaded in eight minutes. The NATCHEZ got one flat foul under her guard or across her bow. She lost ten minutes getting the flat out and twelve minutes unloading the fuel. Then the engineer delayed her thirty minutes repairing the pump. This gave the LEE several miles start.

"At Memphis the boats were only eight miles apart. The NATCHEZ had gained two or three miles since coaling at Natchez. Great crowds from Cincinnati and Louisville had gathered at the mouth of the Ohio to watch the boats pass on July 3, at 6:04 P.M. The LEE passed, taking on fuel and pilots without stopping. At 6:52 the NATCHEZ passed.

"At Devil's Island, a few miles above Cairo, fog closed down on the river. Captain Camon gave this order to the pilots on the LEE, 'Do not stop unless you strike the bank.' They played ahead full speed with all hands on the lookout for the bank. She ran out of the fog bank and dashed on for St. Louis. The NATCHEZ was not so fortunate. She soon struck the bank and tied up for six hours.

"July 4, at 11:34 A.M., the LEE arrived at St. Louis, in the midst of the greatest river celebration in history. At 6:08 P.M. the NATCHEZ arrived, but all honor was to the LEE. She had arrived first."

The LEE was two hundred and ninety-seven feet long and forty-nine feet wide. Her engines were forty inches in diameter, with a ten foot stroke. Her wheels were thirty-eight feet in diameter, and sixteen and one-half feet. Her

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crew was Captain John W. Camon, and pilots, Wesley Conors and Jim Pell. Her running time was three days, eighteen hours and fourteen minutes, an average per hour of seventeen miles. She was built at New Albany, Indiana, and dismantled at Jeffersonville, Indiana.

The NATCHEZ was three hundred feet long, and had a forty-six foot beam. Her engines were thirty-four inches diameter with a ten foot stroke. Her wheels were forty-two feet in diameter, and sixteen feet long. Her crew was Captain T. P. Leathers, and pilots, Frank Clayton and Morgan Burnham. Her time from port to port was four days, one hour and nine minutes.

Captain Leathers figured that she lost six hours and sixteen minutes for fog, ten minutes when flat fouled under guard, thirty minutes repairing pump, and four minutes more time than the LEE taking fuel, making a total of seven hours. This deducted from the time of her arrival would have made the time 11:08 A.M. and her actual running time three days, eighteen hours, and eight minutes, or more than seventeen miles per hour.

Captain Leathers claimed he had the best of it and offered to make the race over, and thus settle all disputes, but they never arranged for another race. While on this run the decks of the LEE were cut to pieces in order to make them limber. Old river men claimed that a boat had to spring in order to run. Repairs to the deck cost more than five thousand dollars.

George Ketchum, one of our best known river engineers, was at St. Louis when these boats arrived. He said that every steam joint on the LEE was leaking, showing that she was about all

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in. When the NATCHEZ arrived everything was in as good shape as if she had just arrived on a business trip, proving that the NATCHEZ was the better boat.

Most of the fuel used was pine knots, but some bacon was burned. With lawful steam, the NATCHEZ was the faster boat.

In 1852 the side-wheel packets, ECLIPSE and SHOTWELL raced from New Orleans to Louisville, fourteen hundred and fifty miles. The ECLIPSE'S time was four days, nine hours, and thirty minutes. The SHOTWELL'S time was four days, nine hours and twenty-nine minutes, showing nearly equal speed. But they left New Orleans three days apart.

I have known many races in which the fastest boat did not win.

W'EN OLE BILL JONES WUZ MATE

I allus like to sing the praise

O' boats of anty-bellum days,

W'en fast boats used ter race fo' fun

An' boats them days knowed how to run,

An' faster boats wuz never made

Than them that run the Orleans trade

W'en ole Bill Jones wuz mate.

I've seen the fast ones leave Orleans

W'en thousands viewed excitin' scenes,

The black smoke rolled up to the sky,

An' men would watch 'em goin' by;

They'd raise their hats and shout and yell

To see two steamboats run like--well,

The darkies down on deck would sing,

Some shout, some cut the pigeon wing

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As up the river they would fly,

The hind boat hustlin' to get by,

W'en ole Bill Jones wuz mate.

The passengers on both the boats

Would wave thar hats and split thar throats

W'ile people all along the shore

Would shout until thar lungs wuz sore.

On, on they'd go, like chargers mad,

Both usin' all the steam they had,

Until by dark twas plainly seen,

The gap was widenin' between,

The foremost boat was gainin' ground,

The hindmost one wuz lettin' down.

An' under cover of the night

The boat that beat got out of sight.

Boats run then for fame and praise,

Ah, them wuz anty-bellum days

W'en ole Bill Jones wuz mate.

Things aint now like they used ter be,

No boats now like we used ter see,

The boats have gone, the business fled,

An' all them good ole captains dead;

An' them wuz boats, and captains then,

Fast, fine boats and solid men;

The river flows w'at they run on,

But boats, and men that run 'em's, gone.

An' ole time scenes have passed away,

It seems like boatin' seen its day,

An' we will never, never see

The times and scenes w'at used ter be

W'en ole Bill Jones wuz mate.

--Will S. Hayes

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MEN AND COMPANIES

In all the colorful history of early steamboating on this section of the Ohio River, there have been few more picturesque or romantic figures than that of the Bay brothers, George and William, who were products of Crown City, Ohio, known in the early days at "Hell's half-acre."

The Bays left Crown City in the early stages of the Civil War on a store boat. They landed one mile below Crown City and after laying at anchor for some time, moved off the boat to a dwelling on the river bank.

After one year, they moved back onto the boat and pulled out into the current, floating down to Bradrick, Ohio. Here they landed and finally built a combined store and dwelling house. They settled down, as they thought, for a life on shore.

In 1864 the Bays bought an old single engine boat, called HANGING ROCK, that had been cast into the bone yard. They built a hull, using the machinery off the HANGING ROCK, and named her MINNIE after the oldest daughter of Captain George Bay. When the MINNIE was completed, she was placed in the Ironton and Proctorville trade.

While the MINNIE was under construction on

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the river bank just below the mouth of Indian Guyan Creek, a detachment of soldiers, eight in number, from a Confederate camp at Guyandotte, crossed the river one night and called at the Bay store.

It seems they were looking for Win Russell, another Ohio storekeeper, whom they believed to be active in the Union cause. Either by mistake, or malice, they were directed to the Bay brothers' store. At midnight George answered a call at the door of their store. He was greeted with a rain of bullets and fell with two slugs in his body.

The noise woke his brother Will, and sister Sallie, who were sleeping in the rear of the building. Seizing a pistol, Will rushed to the aid of his brother George. In the fight that followed, Will killed two of the invaders, wounded one, and drove the remainder of the gang away.

Will escaped without a scratch. Sallie was shot in the ankle. George's wounds were found not to be of serious nature, and in a few days the building of the MINNIE was continued. When she was finished, she made money from the start.

Two years later the Bays bought the HENRY LOGAN, a much larger and better packet, to take care of the increased business. Soon after the LOGAN was bought, the Bay brothers had some misunderstanding and George took over the HENRY LOGAN.

William, with the aid of Ike Kountz and Noah Scoville, bought the steamer FALCON, a small packet boat, and placed her in the trade in opposition to the HENRY LOGAN. This caused bad

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feeling and the fight between the brothers was a hot one.

I am told that shots were exchanged when the two boats happened to be close together, but I am of the opinion that no real injury was intended. The excitement was intense for some months until George had the bad luck to sink the HENRY LOGAN at Coal Grove, Ohio.

After the loss of the LOGAN, the brothers made up and pooled their resources. In 1868 they built the J. C. CROSSLEY. She was named for a widely known iron manufacturer of Ironton and was a great success. The story is told that at times the CROSSLEY would have all the freight she could handle. When she was offered more, they would unload some iron, or other freight not perishable, and load the last freight offered. She always had plenty to do.

George Bay was master; George Ball, purser; George Crawford, engineer; Sandy Suitor, pilot; John Bowen, mate; and Claude Power, fireman. William Bay also was on the CROSSLEY.

In the early seventies the Bays secured the contract to carry the United States mail between Portsmouth and Proctorville, Ohio. They built a small side-wheel boat for this purpose and named it FASHION. She had four small engines attached to a shaft and on this shaft was a large bull wheel. A belt from this wheel operated the wheels. She made more noise than a thrashing machine, but she answered the purpose at that time.

Captain Rucker, of Crown City, was the man in charge of the mail for Uncle Sam, and was known by every man, woman, and child at these mail landings.

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In election times, or other events of note, Captain Rucker would write the news, or election returns, on a slip of paper and the postmaster would read this news to the crowds that waited outside.

The FASHION was very popular with the people. The Bays discovered that she was not large enough to take care of the increased business so they built the SCIOTO to take her place.

The Bays then built the LIZZIE JOHNSON for the Huntington and Gallipolis trade. She was named for Lizzie Johnson, of South Point, Ohio, afterwards the wife of William Bay.

In 1876 the Bays pooled their interests with the Widow McHallister, owner of the FANNIE DUGAN, and organized the new packet company, known as the Portsmouth and Pomeroy Packet Company. They owned, at this time, the J. C. CROSSLEY, FASHION, LIZZIE BAY, and FANNIE DUGAN.

C. C. Dusenbery, who later became a prominent business man of Huntington, was clerk. Boone Miller, of Millersport, was her captain and pilot.

The Bays built the MINNIE, J. C. CROSSLEY, FASHION, SCIOTO, LIZZIE JOHNSON, LIZZIE BAY, CITY OF IRONTON, LOUISE, MINNIE BAY, RUTH, single deck, RUTH NO. TWO, double deck, CHEVILEIR, GEORGIE, VOLUNTEER, KANAWHA, HENRY M. STANLEY, URANIA, GREYHOUND, and rebuilt the LIZZIE JOHNSON and called her ROSEDALE. They bought the B. T. ENOS, NORA BELLE, FALCON, HENRY LOGAN, HANGING ROCK and SANDY VALLEY.

When the BOONE sank at Pine Creek in 1888, the LOUISE was the first boat to her. The Bays loaded all the freight off the BOONE onto the LOUISE, transferred the passengers, and extended

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the LOUISE'S trip to Charleston. The LOUISE continued in this Cincinnati and Charleston trade on the BOONE'S line. This was the first boat that Bays ever operated outside the Portsmouth and Pomeroy trade.

The Bays had a freight war in 1896 with the White Collar Line, when they placed the SHIRLEY in the Cincinnati-Charleston trade on the STANLEY'S time. They then placed the LIZZIE BAY in the same trade on another day and forced the packet company to buy these two boats in November, 1896, paying thirty-two thousand dollars, plus a salary to George and William Bay for five years at eighteen hundred dollars each per year. This salary was the price paid to the Bays to stay out of the trade below Portsmouth for that length of time.

After the time was up, the Bays placed the URANIA in the trade between Ironton and Cincinnati, and sold her through the Packet Company to parties on the upper Mississippi River. They also sold the KANAWHA, running in the Charleston and Pittsburgh trade, to Captain Billy Roe. This left the Bays with the GREYHOUND, running in the Portsmouth and Proctorville trade.

Captain George Bay died on February 6, 1916, and is buried at Ironton, Ohio.

The United States Mail Line Company is the oldest steamboat company on western rivers. It was organized in 1818 and has owned and operated some of the finest and fastest boats on western rivers. Its boats ran between Cincinnati and St. Louis.

The GENERAL PIKE, the first boat ever constructed for passengers, was built in 1818. She ran between Cincinnati and Louisville, making

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her trips in one day and seven hours. The same trip is now made in nine or ten hours by this company's boats.

The clerk of the GENERAL PIKE was Jacob Strader, later president of the Little Miami Railroad Company, and president of the Cincinnati Bank, Cincinnati, Ohio.

In 1847 this company placed a daily line between Cincinnati and St. Louis and immediately built ten elegant steamboats for that trade. They were very successful. The time between these two ports was reduced from four and five days to three and one-half days. They were nearly equal to the Iron Horse for speed and far surpassing it in accommodations. They added finer and faster boats to their line as they were needed.

No accident occurred to cause the loss of life or property until the collision of the UNITED STATES and AMERICA in 1870 at Warsaw Bend, where sixty-five lost their lives.

The UNITED STATES was rebuilt and, with the BEN FRANKLIN, ran in the Cincinnati and Louisville trade up to 1883 when Commodore Wash Honshall resigned as manager of the White Collar Line. He continued on the Board of Directors.

Captain C. M. Holloway was elected manager and, under his management, the White Collar Line bought control of the Mail Line Company and the Memphis and New Orleans lines. The CITY OF MADISON had relieved the UNITED STATES and Commodore Holloway placed the FLEETWOOD on the run of the BEN FRANKLIN. Steamboating was good out of Cincinnati under Commodore Holloway. He resigned in 1888 and sold his stock.

Lee R. Keck, backed by the Glenn interests,

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defeated Captain Fred A. Laidley and was made the manager. In 1890 Commodore Keck was reelected and in that summer he had to fight one of the greatest steamboat wars in history between the steamers NEW SOUTH, INDEPENDENT and the FLEETWOOD of the Mail Line Company. Commodore Keck bought the NEW SOUTH at the end of the season and placed her in the Memphis and Cincinnati trade. She was a fine side-wheel boat.

Lee R. Keck was elected manager of the Cincinnati, Portsmouth, Big Sandy and Pomeroy Packet Company when Captain C. M. Holloway sold his stock to F. A. Laidley in 1889.

Keck had come to Cincinnati several years before and secured employment in the sawmill owned by James M. Glenn. He married Mr. Glenn's daughter. Glenn owned a large block of stock in the packet company and Keck served as secretary and treasurer until 1889 when he defeated Laidley for the managership.

Keck was an up-to-date manager and believed in good steamboats. He repaired all of the boats in need of repair and built the NEW TELEGRAPH, CONGO, CARROLLTON, SHIRLEY and JOHN K. SPEED. He bought the NEW SOUTH and by this deal ended one of the hardest fought steamboat wars on record.

Commodore Keck was agreeable with oil shippers and the business of the line was the greatest in the history of the Collar Line at that time. He sent one boat to Pomeroy every day except Sunday, one boat to Portsmouth every other day, one daily to Maysville, one daily to Chillicothe, one daily to Louisville and to Madison. A boat went to Memphis on Wednesdays and

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Saturdays. Another left for New Orleans on Saturday.

These boats carried capacity loads of passengers and freight and the balance was well on the right side.

The JOHN K. SPEED, built for New Orleans trade, carried eighteen hundred tons and this boat often arrived at Cincinnati with full tonnage. Hundreds of tons of freight from the south were reshipped on the Pittsburgh packets, and they, in return, brought freight for the south.

There were times when the big side-wheel boats were compelled to leave freight at the Cincinnati Wharf. They would arrive from Pomeroy loaded with salt, livestock, nails, iron and produce. When they landed at the Broadway wharf boat, it was interesting to observe the busy scene. It took sixty to eighty men to unload them.

The Chesapeake and Ohio Railroad ran then, as now, but the packet companies did not care if it did. They had big, fine side-wheel packets, and good crews that gave to the traveling public the very best of service. Their tables were filled with the very best of everything to eat. When steamboats of this class are run and the same kind of service given, railroads cannot compete.

There has been more or less opposition among the steamboats, and while L. R. Keck was manager, in 1890, he had the pleasure of fighting one of the hottest steamboat wars in the history of the United States Mail Line Company.

This company at that time was owned by the Collar Line and under the same management.

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Early in the spring of 1890, the Str. NEW SOUTH arrived at Howard's Shipyard for some repairs. While there, her owners decided to run her daily between Louisville and Cincinnati, making only one landing at Madison, Indiana. When the news got to Cincinnati and Commodore Keck heard of this decision, he immediately made ready for the fight. When the NEW SOUTH was ready to start the FLEETWOOD was also ready--and the war was on.

I was one of the crew of the FLEETWOOD and saw the fight from start to finish. Fare for the round trip on the NEW SOUTH was one dollar and a half with meals and berths included. Commodore Keck went them one better and set the fare rate on the FLEETWOOD at fifty cents for the same service. Everyone wanted to travel at this price, and after a few days there were more than fifteen hundred people on board the FLEETWOOD all the time. The NEW SOUTH carried big crowds too. These boats left ports at the same time and raced all the way.

After a while the United States steamboat inspectors took a hand, and set the time for leaving ports thirty minutes apart. The SOUTH was slightly the faster boat, but she could hold big steam all the time, so the boats were always close together. This made it more lively. People left their places of business by the hundreds and flocked to the river to see the racers pass. The excitement was intense.

The boats ran side by side for miles with their hundreds of passengers rooting for each boat, the banks along the river were lined with people cheering for their favorite. Cannons were fired at some of the cities along the route

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as the boats raced past. At Madison, Indiana, where the only landing was made, the whole population of the city would be on the landing.

All the summer of 1890, these beautiful big steamboats continued these trips. The excitement never abated and while they raced with high steam for such a long time and carried thousands of people, there was never an accident of any kind, and never a single passenger hurt. Late in the fall low water forced these boats to lay up and, while at the bank, Commodore Keck bought the NEW SOUTH and placed her in the Cincinnati and Memphis trade. This ended the war.

The boats made money even at the low price charged. Commodore Keck said that these trips were advertised all over the country. Hundreds of passengers were carried on the regular boat in the Louisville trade at the rate of two fifty one way, or four dollars a round trip--so all the boats made money.

In 1891, F. A. Laidley had bought sufficient stock, pooled with Mike Ryan, to elect himself manager, defeating Keck, who was made treasurer again. Later Keck sold his holdings to Laidley and retired from the river business.

Commodore Keck told me that while he was manager, he spent one hundred and twenty thousand dollars repairing the old boats, built five new boats, bought the NEW SOUTH, and left forty thousand dollars in the treasury, with the stock of the company good for any amount of cash needed, and every boat making money.

The NEW SOUTH ended her illustrious career when she was torn from the Cincinnati Wharf by ice in 1910. She landed below Madison. The only man on board was Henry Boyce, familiarly

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known to river men as "Milldew." She was dismantled after this trip.

Robert McCoy was master at this time, John Lee, mate; Edgar Shingle and E. H. Matthews, clerks; Lew Schurgg and Ed Owens, pilots; Fred Winters and E. L. Curtis, engineers; Bert Tyler and Harry Charleston, striker engineers.

THE LINE WE TRAVELED WITH FOR FORTY YEARS AND MORE

Gee, Whiz! Well, if it ain't a sight to hear the people shout!

Some folks a-runnin' to the FLEETWOOD, and some to the NEW SOUTH!

Young man, put down that carpet sack and mind what you're about,

Fer tho' I'm more than eighty years, I'm still uncommon stout.

Now, Betsy, hold your tongue, old gal--I'm holdin' this 'har check.

We don't go out of town today, unless with L. R. Keck.

I ain't a-hesitatin' which to choose--I know the sign.

The line I've rid. with forty years will do for me and mine.

I'm just a-thinkin' of the time when boats was at their best

And steamboatin' was all the rage 'way out here in the West.

--Mrs. Bessie Wolford

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In 1891 Captain F. A. Laidley bought the holdings of Captain Enos Moore, of Portsmouth, Ohio, and this gave him sufficient shares to get himself elected manager in January, 1891.

Commodore Laidley built the CITY OF LOUILSVILLE, CINCINNATI and INDIANA for the Mail Line. All of these boats were of the first class, but the expense of operating them was too great for the trade and they did not prove a success.

When the ice broke in 1917, the LOUISVILLE and CINCINNATI sank. Commodore Laidley then sold the stock of the company and the boats that were left to John W. Hubbard, of Pittsburgh, and Captain William Roe, of Marietta. F. A. Laidiey retired from the river.

The Hardwick Brothers are known by thousands of people on the Ohio River from Pittsburgh to Cairo, and on the Mississippi from New Orleans to St. Louis. They owned several good towboats that handled a freight business.

The Hardwicks immigrated to the United States from Germany, and soon entered the river business. They first bought a flatboat and had their boat towed to points where they desired to land by one of the regular Cincinnati and Pomeroy boats. These tows used to make regular weekly trips to Pomeroy and depended on this kind of towing. These barges were used to carry rock, pig iron, lumber and other freight. The owners bought, or built, several barges and finally found it necessary to have a towboat of their own. They then bought the old BENGAL TIGER. The engines off this boat were of the same stroke, but the cylinders were of different diameters. However, she did the work, and the Hardwick Brothers prospered. They next bought

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the NELLIE SPEAR and changed her name to FRED HARDWICK.

They built the WASH HONSHALL and the H. F. FRISBIE and built several good model barges to take care of their fast growing freight business. They leased the WASH HONSHALL to the government to work on the lower Mississippi, and the charter more than paid for her building. The H. F. FRISBIE was one of the best, if, not the best, towboat of her inches ever built on the Ohio.

The Hardwick Brothers formed the Huntington and St. Louis Towboat Company. Captain Alex Montgomery and Commodore Wash Honshall were associated with the Hardwicks in this company. They towed iron, nails, and other products of the Ohio Valley to St. Louis, and there their big model barges were loaded with grain and towed to Huntington. These barges were unloaded at the grain elevator at the foot of Seventh Street, loaded into cars on the Chesapeake & Ohio Railway, and shipped east. This company did an immense freight business for several years.

The Hardwick Brothers were the life of the Hatfield Coal Company and their towboats are still shoving the black diamond out of the Kanawha River to points below. They own the JULIUS FLEISCHMAN, J. T. HATFIELD, PLYMOUTH and J. K. MITCHELL. J. T. Hatfield is general manager, and a shrewd business man.

One time Captain Fred Hardwick sent the towboat FRED HARDWICK up the Tennessee River to bring out some loaded barges. She had to lay over a few days waiting for some of the boats that were not loaded. Captain Hardwick was in

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Cincinnati and was advised as to the day when the boats would be ready. A telegram was also sent to Paducah for a pilot. Captain Fred and the pilot, Captain Jim Leak, happened on the same train and in the same seat. Captain Leak had never met Captain Hardwick up to this time. Leak was a great talker and he dressed in the best he could buy. He started to talk to his seat mate. He told him he had been sent to bring the FRED HARDWICK out of the river. After while, Captain Fred told him that he too was on his way to the FRED HARDWICK. Then Captain Leak sized him up, looked him over and over, and decided that he was one of the firemen, or a deck hand, and kept on talking.

Captain Fred was not much of a talker, except in a business way, so he nodded his head once in a while. When they got off the train they saw that the boat was on the opposite side of the river. Captain Leak asked Captain Hardwick to step into a small lunch stand and have a cup of coffee before they called for the yawl. Captain Hardwick finished eating first and handed the cashier a five dollar bill and told him to take out the cost of both meals. Captain Leak insisted that he pay, but Captain Hardwick had received his change and the deal was closed.

They called for the yawl and soon arrived at the boat. Captain Leak went straight to the pilot house, where he found the captain of the boat. Captain Hardwick soon appeared on the head of the tow and started giving orders. Captain Leak turned to the captain of the boat and asked who he was. The captain said, "Don't you know him? That's Fred Hardwick."

One time Captain Hardwick needed some money

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while he was in Memphis. He called at the bank and told the cashier what he wanted and explained that he was Fred Hardwick. The cashier asked if there was anyone in the city who could identify him. Hardwick said that Bob Lee might know him. The bank official called Lee on the phone, and in a few minutes Bob Lee came hurriedly into the bank, rushed up to Captain Hardwick, grabbed him by the hand, placed his arm about his neck and started for the cashier's window. The cashier did not wait for an introduction, but said, "Captain, you can have all the money you want."

One time Captain Hardwick had some barges at the salt works loading. He arrived on the scene and removed his coat, threw it on the ground and rolled salt with the rest of the men. They did not know him, but when they were done, the captain said "Come here, boys, I want to pay you."

He picked up the old coat and out of one of the pockets pulled a large roll of bills and paid the laborers. Though Hardwick was worth several hundred thousand dollars, he was no hand to dress. He told me once that Mabley and Carew had reduced their ten dollar suits to seven ninety-eight, and that he bought himself a new suit.

The Hardwicks owned property in nearly every city and town between Louisville, Kentucky, and Charleston, West Virginia, and had coal mines at several points along the Kanawha River. They were large stockholders in the German National Bank of Cincinnati and the Kanawha Bank at Charleston. They were liberal when buying supplies

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for their boats and paid the highest wages to their crews.

E. L. Curtis, of Proctorville, Ohio, was one of the engineers on the WASH HONSHALL. He claims that the Hardwick Brothers were the best people he ever worked for.

They had many friends, and were friends to everyone they met. Fred Hardwick never married. Gottlieb, his brother, left a wife and two or three sons who look after the Hardwick interests in their offices in the Electric Building, Cincinnati, Ohio.

Washington Honshall was born in Tennessee, October 24, 1824. While just a baby his mother brought him to Buffalo Creek, near Burlington, Ohio. The little schooling that he received was in a small country schoolhouse. He was given no encouragement by his parents, and as a boy his future looked hopeless. If there was ever a man self made, this man was Wash Honshall.

He left home as a boy with his mind made up to do something for himself. Unhampered by any baggage, he went shipping on a flatboat. This was his start, but the flatboat was too slow. He next shipped on a steamboat at the handsome salary of eight dollars per month. His advance was rapid. He was watchman, mate, and finally captain.

On October 8, 1850, he was married to Miss Kate Crawford, of Burlington, Ohio, and at once they took up their home in Catlettsburg, Kentucky. He became captain of some of the very best packets and was part owner of the BOSTONA and first TELEGRAPH that ran between Catlettsburg and Cincinnati just after the war.

When C. P. Huntington wanted river connection

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between Huntington and Cincinnati, he found in Wash Honshall the man he needed to carry out his plan. So Captain Honshall, with the aid of Thomas W. Means, John Means, James M. Glern, John Kyle, and others formed the Cincinnati-Portsmouth-Big Sandy & Pomeroy Packet Company, with John Kyle, President, Wash Honshall, General Manager, and T. U. Johnson, Secretary and Treasurer.

In 1873 the C. & O. trains ran into Huntington and Commodore Honshall was ready to meet them with the fine side-wheel steamers, FLEETWOOD and POTOMAC. They moved all the freight and passengers that the C. & O. bad to offer.

The POTOMAC did not prove fast enough to suit Captain Honshall, so the BOSTONA was bought to take her place. The POTOMAC was placed in the Pomeroy trade with the TELEGRAPH and OHIO NO. 4. At that time this company had one boat out of Cincinnati every day for Pomeroy and one for Huntington. The BOSTONA was fast enough to keep up her end of the run to Huntington, and she became the favorite of one faction of the people, and the FLEETWOOD, another faction. These boats were of nearly equal speed and the rivalry was intense. They raced for time every trip, and on one run the FLEETWOOD'S time to huntington was thirteen hours. She made four landings. The BOSTONA made the run in thirteen hours and thirty minutes, and made seven landings. The first three hours out of Cincinnati she made thirty-nine miles and this time was never beaten. She won a pair of elk horns, which she carried over the office window until dismantled.

Commodore Honshall rebuilt the BOSTONA in 1879 and the new boat left Cincinnati on her

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first trip on December 9, 1879. Gus Honshall, son of the commodore and clerk of the boat, was married to a niece of C. P. Huntington. Their wedding party, a crowd of jolly young folks, was on board.

Commodore Honshall, on account of his health, resigned in 1883, and C. M. Holloway was elected in his place. When the commodore resigned, he had boats running from Pittsburgh to St. Louis, Cincinnati to Pomeroy, Cincinnati to Memphis and New Orleans, and the United States Mail Line between Louisville and Cincinnati. He was also interested in the Huntington and St. Louis Towboat Company and had stock in the Bay Line packets. He was vice president of the Catlettsburg Bank and owned a fine home at Catlettsburg.

One time, while Commodore Honshall was manager of the Packet Company, the officers of the BOSTONA decided to make a fast run to Huntington, and they tried to get a few minutes start ahead of her regular time. Twenty minutes before four o'clock the bell rang out to let go. Just then Commodore Honshall noticed that the time was not up and he hurriedly called her back to the wharf. As soon as he could get on board, he went directly to the engineer on watch, William Handley, and said, "Handley, I want you to stop crowding this boat. She is plenty fast to make the time, and I want it stopped."

Mr. Handley said, "I never rush her very hard."

Then the commodore said, "Bill, you know you are lying, for the minute this boat gets her head above the L. & N. bridge, every man on the boat is looking over the bull rails for Huntington."

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After this conversation, the commodore stepped off on the wharf boat. He looked at his watch, and ordered the boat to go, adding that, "there was no use running the life out of this boat."

While the commodore was holding the boat, Captain Ike Bryson was so mad that he actually ate one whole plug of tobacco.

When the boat swung out into the river, Captain Ike Bryson came down from the roof and called to the engineer saying, "What did Wash say?"

Handley told him.

"Handley," said Bryson, "Wash is boss while this boat is at the wharf, but when she is out in the river Ike Bryson is the captain. Now let this boat go to Huntington."

"Captain, we are on our way," said Handley.

At 5:00 A.M., the news was out that the BOSTONA was at Huntington.

Commodore Wash Honshall resigned as manager in 1883, but continued on the Board of Directors. He was a self-made practical steamboat man, loved by all who knew him.

The Wrights of the river are descendants of one Joseph Wright, who came from England and settled in Virginia during the year 1750. Alex, one of three sons, came on west to Red House Shoals, in the Great Kanawha Valley, there "to live, worship and rear a family." Five sons, Claybourne, William Penn, George, James and Stape, early began river careers, flatboating salt to the lower Ohio markets, later taking to steamboating.

William Penn, familiarly referred to as the "Daddy of them all," around whom river romance is more closely woven than the others, was born

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September 9, 1818, and ended his boating days October 12, 1894. He was one of the first pilots licensed by the government for fresh water vessels. His "Papers" covered the Mississippi and tributaries. When asked by the Examiner if he knew where all the rocks and stumps were, his answer was, "Contrive my picture! No! And no other living, but I know where there are none." He was given a license without further ado.

He and two brothers were engaged in piloting government transports during the Civil War. On the Cumberland River, where their boats were often subjected to gun fire, it was necessary to shield the pilot houses with boiler iron for protection.

His biographer relates how he miraculously escaped injury and possible death when the boilers of the BLUE RIDGE blew up at Raccoon Island, near Gallipolis, Ohio, in the year of 1848. He was asleep in the texas cabin and was blown bodily into the river, alighting on his mattress or straw pad. Afterward, he walked to his home, some forty miles away.

During one of his very few playful moods, it is related that, while on a government transport moored on the opposite side of the river and within a few miles of a Confederate camp, he swam the river and stole their flag under cover of darkness, bringing it back, to the boat.

It can be truly said that he was a part of the water on which he lived. His daily calisthenic exercise, when not walking from Cincinnati to his home on a return trip after disposing of the flatboat, as well as cargo, consisted of an early morning plunge into the river, summer

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and winter. His coming and going from his stateroom to the water with only a blanket around him elicited many quirks from a crew that did not care for health at that price.

He was very religious, a writer of no mean ability, and was a characteristic abolitionist. He successfully engineered several trips via the Underground Railway route, with boats as connecting links. Among several Biblical writings, his version of the life of John the Baptist was probably the most interesting. He also wrote and published a prospective pamphlet on the Great Kanawha Valley, which portrayed a meritorious insight into the future of the valley he loved. The prophecy made early in his writings of impending religious strife in "this good country of ours," while already disrupting the populace of a neighboring nation, is yet of little concern to those to whom his remarks were directed.

He left governmental service at the end of the war and returned to peaceful boating and farming. He owned and operated the steamer ACTIVE and controlled the WILLIAM PENN.

His sons, William A., John R., James C. and Thomas C., assisted him. The youngest, Alfred, showed early preference for the farm and never engaged in boating.

William A. (Billy) and John R., after successful careers on the river, died at Charleston and are buried there. Thomas C. (Tommy) was accidentally killed on the levee at Louisville, Kentucky, December 6, 1920, and is buried at Buffalo, on the Kanawha, where he had planned to retire at his country home "Elmdale."

The youngest of the clan, and possibly the

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last of thirty-four licensed masters, pilots, and engineers, of five generations, is Francis E., son of Thomas C. (Tommy), who at the immature age of thirty was master and pilot of coal towing boats on the Ohio and Kanawha rivers.

Captain William Penn Wright is buried near the place of his birth, at Red House, West Virginia, in an obscure place near the river. A plain and inexpensive stone marks the almost forgotten resting place of this bibliographer, prophet and river man.

The James Rees Sons Company, of Pittsburgh, is known all over the world as the largest firm engaged in steamboat construction. The company was founded in 1845, and has built more than six hundred steamers. Many of these craft went to the Nile in Egypt and other rivers of far off countries.

A steel hull steamboat, designed and constructed for rivers of foreign countries, is all set up complete at the Rees works, then taken apart, and shipped by rail to New York or New Orleans, and from these ports by vessel to its destination.

During the lifetime of the firm, stern wheel and side-wheel steamers, transfer boats, snag boats, tug boats, ferry boats, towboats, gun boats, and every conceivable type of water craft have been constructed by this company for lakes and rivers in Alaska, Africa, Brazil and other South American countries, Canada, Central America, Cuba, Mexico, Russia, Siberia, and the inland waters of the United States.

Of the six hundred and more boats built by this firm, forty-five were of the side-wheel type; ninety or more others were steel hulls.

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The Reeses have owned, wholly or in part, one hundred and thirty-five steamboats of various types, including steamers in the principal packet lines operating on the Ohio and Mississippi rivers.

Until the advent of the homogeneous steel plate, the light draught stern wheel steamboat, in use on our American rivers, was unknown to the foreign ship builder.

The first all-steel hull steamboat was constructed in 1878, and some of the eastern newspapers commenting on it said it was thought the contractor was a fit subject for an asylum. It was prophesied that when this steel hull came in contact with a sand bar in the river, it would surely go to pieces.

On the other hand, it was the very flattering report of the work being done by this same steamer in South American waters that prompted the building of the steamer CHATTAHOOCHEE, the first all-steel hull steamer constructed for service on North American waters.

Since that time, steel for steamboat hulls and barges has been gradually superceding wood. The steel plates, after being shaped, are taken apart and galvanized for better preservation. By this process the life of the hull is doubled.

C. M. Holloway started on the river with his father who was a floater pilot from the headwaters of the Great Kanawha to the Gulf of Mexico. Charlie learned the river and was pilot and master of many Ohio and Mississippi River steamboats. He was one of the pilots on the FLEETWOOD. While in this position, he formed an acquaintance with W. H. Murdock, manager of

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the Hartford City Salt Works, and the two men became warm friends.

When the Ohio River Salt Company was formed, Captain Holloway was given an important position with the company. He resigned his position on the FLEETWOOD and became Sales Agent for the first "Salt Trust," and probably the first trust ever formed. This new position assisted him financially, and he invested in shares of stock of the Cincinnati-Portsmouth-Big Sandy & Pomeroy Packet Company.

In 1883 Commodore Wash Honshall resigned as manager of this packet company, better known as the White Collar Line, and Captain Holloway was persuaded to take his place as manager.

About the first thing of importance that Commodore Holloway did, with the aid of Wash Honshall, James M. Glenn, and John Kyle, was to gain control of the United States Mail Line that operated between Cincinnati, Ohio, and Louisville, Kentucky. The mail line, at this time, ran the BEN FRANKLIN and the CITY OF MADISON out of Cincinnati to Louisville, one leaving each port at 5:00 P.M. each day, and the GENERAL PIKE and CITY OF VEVAY to Madison, Indiana, out of Cincinnati. The CITY OF MADISON was new, but the balance of the fleet was badly in need of repairs.

Captain Holloway changed the FLEETWOOD from the upriver trade to the Louisville trade in place of the BEN FRANKLIN, and sent the BEN FRANKLIN to the boneyard.

The packets did an immense business while Captain Holloway was manager. He was well liked by all river men and shippers. Commodore was a

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man of few words, quick to answer questions, and on all subjects his decision was final.

A short time before he retired, the Bay Line placed their packet MINNIE BAY in the daily trade between Cincinnati and Madison. The BAY was a fast little boat--one hundred and eighty feet long, and side-wheel. She gained in popularity until Commodore Holloway decided to investigate the amount of business she was doing.

Commodore Holloway would come to the wharf boat early because the BAY was due at 7:00 A.M. He would count the long string of passengers going up the wharf after the BAY landed.

Every passenger meant one dollar off the Mail Line Boat's receipts. One morning Captain Holloway counted one hundred people. As they passed, he decided that something had to be done. He called Tom Johnson, who had charge of the wharf boat, and said, "Tom, you go down to the MINNIE BAY and ask Captain Bay what he will take for that boat."

Mr. Johnson, who was a relative of the Bays by marriage, delivered the message to Captain Will Bay, asking him for a price on the boat. Captain Bay looked at him for a moment and then said, "Yes, I will take twenty-five hundred dollars and that's the least that will buy her."

Johnson returned to the Big Sandy Wharf and told Commodore Holloway what the price was. Captain Holloway said, "Tom, you go back and tell Captain Bay that he has sold his boat, and to leave her where she is."

After this, the MINNIE BAY was run under orders of the White Collar Line, until she sank opposite Moscow, Ohio.

When Commodore Holloway sold his holdings in

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1889 to Captain F. A. Laidley at one dollar, thirty-five on the dollar, this company owned twenty-two good steamboats, touching all the wharfs from Pittsburgh to New Orleans and St. Louis. When he retired from the management L. R. Keck was elected to fill his place, and Commodore Holloway opened up his salt office on Main Street, Cincinnati. He closed his office only after his health failed. He went to Long Island and lived with one of his daughters until his death in 1916.

Captain Laidley was born in West Virginia, at Malden, on the great Kanawha River in 1840. In his boyhood, he worked about his father's salt furnace and learned very early in life the advantage of river transportation.

In 1864, at the age of twenty-four years, he bought some stock in the steamboat ANNIE LAURIE, built at Cincinnati for the Charleston and Cincinnati trade. Young Laidley shipped as one of the clerks and learned the steamboat business fast. The ANNIE LAURIE was a money maker, and this fact was very satisfactory to him.

Captain Jobe Taylor, who had been in charge of this boat, retired, and F. A. Laidley was made her captain. Shortly after young Laidley took charge, the ANNIE LAURIE was commandeered by Yankees to carry troops on the Cumberland River. After the boat was returned to her owners, the government paid them well for her services.

Captain Laidley had sold out the salt furnace by this time, and now was able to devote all his time to the welfare of the ANNIE LAURIE. He retained his position as agent for the salt company and sold salt to the Cincinnati meat packers.

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Captain Laidley sold the ANNIE LAURIE in 1867. He then acted as agent for the salt company and meat packers of Cincinnati. Later he joined one of the meat packing companies, and the name of F. A. Laidley and Company was known all over the United States. At one time, in 1881, this company controlled every pound of meat packed, or on foot, in the city of Indianapolis, Indiana. F. A. Laidley was one of the wealthiest, if not the wealthiest, man in Cincinnati.

In the eighties, Chicago was gaining advantage in the meat packing industry, and Captain Laidley was wise to this fact. In 1884, he bought several shares of the stock of the Cincinnati-Portsmouth-Big Sandy & Pomeroy Packet Company, and became active on the board ot directors. Laidley served on this board while C. M. Holloway was manager, and at intervals bought stock.

In 1889, he bought the holdings of Captain Holloway and tried for the election of general manager. He was defeated by L. R. Keck, backed by the James M. Glenn interests.

At the end of two years, Captain Laidley bought out Captain Enos Moore. This gave him control and he was elected manager in 1891. Word was passed around the wharf and among the crews that the election of F. A. Laidley would be bad news for all river men. It was common talk for several weeks before the election. There was discontent when the news came that F. A. Laidley was boss.

I had charge of the BIG SANDY wharf boat at the foot of Broadway, Cincinnati. I heard the

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sad tales of woe told by the officials. Not a good word was said about Laidley.

The first I had to do with him was one day when I arrived at the wharf boat to go on watch. The new commodore was standing at the foot of the stairway. He called to me, "See heah, Ellis, you know you have a new boss."

I told him that I had already received the news. Then he slapped me on the back and said, "I understand you have been doing very well, and I want you to continue as you have been and you will never have any trouble with me."

We had quite a chat and I decided that the commodore was not as bad as he had been represented to be.

As I came in contact with the different officials about the wharf and on the steamboats, I could see the cloud of dissatisfaction. Long faces were plentiful. It was said that the packet company was doomed. All that was said about Commodore Laidley would not look well in print.

The talk did not stop on the wharf boat. The shippers and passengers heard the unfavorable comments about the new commodore. They did not like him, but they did not know why. They had been told that if Laidley was elected he would ruin the steamboat business. It did not take much persuading to get them on the side of employees who were traitors. This spirit of discord among the crews caused shippers to leave the river and ship by rail.

Under Keck, wages had been lowered with the promise that they would be restored again on April first. Keck had been defeated for manager in January, and the new manager refused to

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restore wages. This made the crews howl louder and louder.

The commodore did not know what was going on, and he actually treated his worst enemies better than he did his friends.

Business got bad. The big side-wheel packets were replaced by the inferior type of stern wheel packets. This made more enemies. Then the Bay Line placed two of their boats in the trade between Cincinnati and Charleston, and this caused one of the worst steamboat wars ever fought on the upper Ohio.

Commodore Laidley placed the SHIRLEY on the same run of the HENRY M. STANLEY and painted her smoke pipes the same color as that used by the C. & O. Railroad on their stations. This was a bad move. Shippers decided at once that the railroad was backing the SHIRLEY. They were known to refuse to ship their tobacco on this boat when the clerk offered them twenty-five cent a hogshead to get it.

During the five year period, the steamer W. P. THOMPSON was placed in the Vanceburg and Cincinnati trade. Commodore Laidley cut the freight rate to Vanceburg. When the payment to the Bay Brothers came due, Commodore Laidley refused to pay. Bays sued the Packet Company and proved that the W. P. THOMPSON was forced to cut the rate, and that Commodore Laidley was the first to make the cut. The court gave judgment to the Bay Brothers for $3,900.00.

Bays owned a fast stern wheel boat, called URANIA, which they placed in the Cincinnati and Ironton trade. Before they started, they sent word to Captain Laidley that they would take twelve thousand dollars for the URANIA. Commodore

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sent him word that he had no use for her, so she was started on this run and was doing very well when a party from Dubuque called on the commodore to buy a small steamboat. The commodore decided that it was a good chance to get rid of the URANIA, so he told the man that the URANIA was for sale for twelve thousand dollars.

This man called on Captain Bay, who told him that the price was twelve thousand dollars before he started to trade, but that it was now fifteen thousand dollars. The prospective buyer returned to the commodore and told him of the new price. He advised the commodore that this was the boat be wanted. The commodore told him to buy her quick. The man returned to the Bay Wharf and found Captain William Bay, who told him that the price had been raised one thousand dollars.

This man returned to the commodore and told him that he could not buy the URANIA because Captain Bay had raised the price to sixteen thousand dollars, and that he was only authorized to pay fifteen thousand dollars. for a boat.

The commodore told him to go buy that boat and he would pay all above fifteen thousand dollars. He did not get in touch with the Bays until the URANIA had been to Ironton and returned, then he met Captain Bay again. He was informed that he would not sell for less than eighteen thousand dollars. He offered sixteen thousand dollars and was refused. He offered seventeen thousand dollars and was refused. Then he said, "Well, Captain, let's split the difference." Captain Bay agreed and the deal was closed. The Bays received fifty-five hundred

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dollars more than they were willing to take just two weeks before.

The commodore seemed to lose interest in the trade above Cincinnati, but he made a hard fight to keep the trade out of Cincinnati to Louisville in good shape. He let the Memphis and New Orleans trade go.

For the Louisville trade, he built the big side-wheel steamboats CITY OF LOUISVILLE, CITY OF CINCINNATI, and INDIANA, all of which were very good boats.

While he was having the LOUISVILLE built, he called me into his office one day and said, "Look heah, Ellis, every man on this job has told me how he wanted the CITY OF LOUISVILLE built but you. Now what do you want?" I told him that the only improvement that I would like to see was to leave six, or eight, feet aft of the cabin. This seemed to interest him and he had me explain. After a few days he told me that he would leave four feet aft of the cabin, and I told him that the next boat he built would have more.

After the LOUISVILLE was out and had proved that she was the Queen of river steamboats, Captain Laidley told me that this improvement was more that satisfactory. Other boats had six feet aft, which I had recommended.

He had three good side-wheel boats, but he needed them. He was forced to use the CITY OF CINCINNATI to fight the CITY OF PITTSBURGH. He also had to fight the Barrett Line. They bought the SCOTIA and B. S. REA and placed them in the Madison and Cincinnati trade.

These boats were destroyed by fire in 1895, soon after the Packet Company had lost the

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steamers BIG SANDY and CARROLLTON by fire. These boats were never replaced, and the Barrett Line took over several shares of the Mail Line stock.

In 1904, Commodore Laidley sold the boats and trade above Cincinnati to Captain Gordon Greene. Commodore Laidley now looked after the Louisville trade, where he operated the CITY OF LOUISVILLE and CITY OF CINCINNATI, with all the boats of the other trades dismantled, or lost.

After these great steamboats were wrecked in the ice run of 1917, he sold what was left of the Louisville packets to Captain John W. Hubbard, Captain Billy Roe, and others. Captain Laidley then retired from the river ending the river career of one of the most picturesque figures I have ever known. He had courage in the face of disaster, and a sterling honesty in addition to a keen regard for his fellow-man.

Many times I have called him by telephone to inform him of the loss of one of his boats. His first question was always, "Were there any lives lost?"

Commodore Laidley had within him a beautiful spirit which made him capable of great victories and capable of standing great disappointments. I never worked for a man that treated me better than Captain Laidley.

"Traitors," and not railroads, wrecked the greatest packet company that ever operated out of Cincinnati, Ohio. F. A. Laidley was a much better manager than he was given credit for.

Charlie Dashner started his river career just after the Civil War. He was Will Handley's partner on the fast BOSTONA. He was the second

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engineer when Will Handley resigned to take charge of the United States tender GOLDEN ROD.

Charlie was raised to chief engineer of the BOSTONA, and was one man who never carried excess steam. No matter. how much of a hurry he was in when racing, or running, for time, he carried lawful steam.

Mr. Dashner was one of the real gentlemen of the river. He had, like Will Handley, no bad habits. Everyone was his friend and he had no trouble holding his position. When he saw that the packet company was going to the bad, he resigned his place on the BOSTONA and took charge of the engines on the towboat D. S. LANE. Later he changed to the U. S. JAMES RUMSEY, but was not satisfied on this class of boat, so he retired from the river.

He said that he liked only the side-wheel boat. The packet company had replaced this type of boat with an inferior type, so Charlie just quit.

He never married, and why, no one ever knew. He was one of the best looking engineers on the river, and was financially able to marry.

Captain George W. Knox, of Marietta, Ohio, began his steamboat career when a youth of eighteen, during the days of the Civil War. He went into the engine room of the WILD WAGONER as a striker in 1862. Alfred Hoff was engineer, and it was with him that he learned the river. He was in charge of the engines on all the old palatial steamers of the former Pittsburgh and Cincinnati Packet Line. For a period of eighteen years, he handled the engines of the old side-wheeler CHESAPEAKE, owned by Captain Edwin F. Maddy. He was engineer on the KATIE STOCKDALE,

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the machinery of which was placed on the popular old KEYSTONE STATE, which succeeded the STOCKDALE in her trade.

Captain Knox superintended the work of putting on the machinery of the KEYSTONE STATE when the steamer was built at the Knox boat yard in 1890. He "came out" with the KEYSTONE STATE and remained with the steamer until he "laid her up" in retirement from service in 1907. His brother, the late Captain Charles W. Knox, was for years captain of the steamer and J. Henry Best was purser.

Hy Tyler learned to be an engineer on steamboats under his father, who owned one, or two, small boats on the Big Sandy River. As soon as young Tyler was qualified, he left the Big Sandy and was engineer on the FAYETTE, a small sidewheel steamboat that ran in the Portsmouth and Guyandotte trade in 1869.

The next known of Hy Tyler was that he was engineer on the SCIOTO, a single deck side-wheel boat built by the Bay Brothers to run in the mail trade between Portsmouth and Proctorville in 1873. Tyler was what you would call a full-blooded Yankee. He could make anything out of iron, and was better than an average mechanic. His reputation as one of the first-class river engineers was heralded throughout the valley, and he was soon offered positions on some of the best packet boats on the river.

He was engineer of the first CHESAPEAKE, BUCKEYE STATE, CITY OF PORTSMOUTH, and fitted out the steamer BIG SANDY, built by Commodore C. M. Holloway for the Big Sandy and Pomeroy Packet Company.

When he left this boat late in the eighties,

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he was sent to South America by the James Rees Sons, of Pittsburgh, to fit out several boats that were built by them and shipped knocked down.

Mr. Tyler lost his health in South America. After be returned to the United States, he never could regain his old time pep, and he died after a few years.

While he was heralded as one of the "red hot" engineers, he was safe. He was the only man I ever knew who could open a combination lock without the combination. He has been called on more than once to open safes for the clerks and give them the combination. When asked how he did it, he said, "It's only a Yankee trick."

Carl Mace was born at Burlington, Ohio, in 1856. Early in life, he drove the Ohio River steamboat. He was mate on the FANNIE DUGAN, CITY OF IRONTON, the harbor boat KATE WATERS, and went to New Orleans on the BIG SANDY in 1885. He boated out of New Orleans and timbered out of White River. He built the tugboat T. T. JOHNSON. She towed for the company that built the Point Pleasant railroad bridge. Later he went south with his tugboat, accompanied by twenty, or twenty-five, timber men from Proctorville and Bradrick, Ohio.

Captain Mace returned to Ashland and bought the JERRIE, a small tug built for passengers, and ran her between Ashland and Ironton, one trip every hour and fare five cents each way. She burned at the Ashland coal yard.

Captain Mace then took charge of the raft boat BUCKEYE BOY for Captain Bill Smiley. He pulled timber out of Big Sandy and towed to Louisville, Kentucky. He superintended repairs

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to the BUCKEYE BOY, and renamed her GATE CITY. She was sold to Captain Tom Hall and later rebuilt and named DOUGLAS HALL.

Captain Mace bought the SEA LION, with Jim Kennedy and Pearl Brubaker as partners. This boat pulled more saw logs out of Big Sandy than any other boat afloat. Captain Mace was the best man to handle timber tows that ever ran a boat in Sandy. The SEA LION, with twelve inch diameter and four foot stroke, has left Catlettsburg many times with twelve and thirteen strings of timber (that would be three hundred feet wide and eight hundred, or nine hundred, feet long) and delivered these immense tows to Louisville. This boat always backed and pulled her tows on a slow bell.

The SEA LION was hired with dredge boats and on government work in the summer time. She has towed dump scows on every sand bar from Pittsburgh to Stevensport, Kentucky, and worked at fourteen different locks. She was the best small towboat on the Ohio, and handled tows on which much larger towboats would fail. She passed up by dam No. 22 at Ravenswood, when the United States tender CRAIGHILL had failed. When the SEA LION passed, every man on the job and the whistles cheered.

Captain Mace always worked hard himself, trying to please the men he was working for. I warned him on several occasions that he should quit working so hard, but he worked just the same. His health failed him, and in 1914 he went to Florida where he died on April 14, 1914.

Captain Charlie Barnes was born in Louisville, Kentucky, in 1837. He went to Cincinnati when a boy and became a student at St. Xaviers

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College. At the time of his death, he was the oldest living alumnus of that institution. Early in life he became identified with the boat building industry, and made the machinery for many of the largest steamboats on the Ohio and Mississippi rivers. More than sixty steamboats were equipped by his firm. The new CINCINNATI and ISLAND QUEEN were among these boats that used the Barnes compound engines.

Captain Barnes always received his river friends with a real pleasure and took delight in showing his friends photos of old-time steamboats that he possessed, at the same time relating their past history.

Hon. C. Lee Cook, close friend of the late Captain E. A. Burnside, died in his Louisville, Kentucky, home on April 26, 1928. His death removed a genius probably without parallel in history. He never walked a step, yet he astounded the world in an astounding age of accomplishment. Most of his body was helpless. His arms did not contain the strength of a child of five years, yet his schedule kept him at work seventeen hours a day. He was taken from school when he was seven years old. From that time his education was in his own hands. At the age of six years he began making all his own toys. When he was twelve he constructed a miniature of the famous Mississippi River towboat AJAX, amazing every river man with his knowledge of boats. The boat ran by steam and towed tiny barges made from cigar boxes. His first painting was that of a boat steaming on the Ohio River. Then his mechanical genius was tickled with that irresistible itch that seemed to take him constantly over the so-called insurmountable.

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He designed an all-steel boat for river use as an answer to the question of multiplying the nation's traffic facilities. Using infinite pains, he constructed his boat according to scale. The design called for a power plant of thirty-five hundred horse-power, a speed of more than twenty miles an hour, three thousand net tons burden and a draft of seven feet when fully loaded. In addition, he laid out the cabins and art decorations.

Captain Thomas E. Clark, President of the Allegheny River Improvement Association, and of the Marine Manufacturing and Supply Company, was born September 10, 1858, in the old First Ward, Allegheny. When thirteen years old he was sent to Brady's Bend to learn the blacksmith trade to make tools for oil wells. He later learned the pattern trade and then, with George Westinghouse, built the first rotary engine and dynamo, invented by Westinghouse. In 1885 he entered the firm of Rees and Shook, steamboat builders. Later he established a firm of steam engine builders on Ferry Street, which later was merged with the Pittsburgh Valve Foundry and Construction Company. In 1901, Captain Clark established the Marine Manufacturing and Supply Company, Inc. He was the most active river enthusiast on western rivers, and for more than ten years was president of the Allegheny River Improvement Association. In 1901 he built a stern wheel steamboat at West Hickory, which was the first of its kind to come down the Allegheny River in more than twenty-five years.

Captain Gordon C. Greene was born at Newport, Ohio, in 1863. From childhood he decided to become a river pilot. His first work on a

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steamboat was on deck. Every opportunity he had he would help the different pilots. He served time on the steamer ANDES as a cub pilot, paying the pilot two hundred and fifty dollars for the privilege.

We know him from the time that the steamer H. K. BEDFORD was bought on the Cumberland River by a company composed of Captain Gordon Greene, Captain Mack Gamble, and a number of others. This boat was operated in the Wheeling and Pittsburgh trade with Gordon Greene as master, and Tim Penwell, clerk.

Later on Captain Greene bought all the stock, and owned the H. K. BEDFORD himself. He placed her in the Pittsburgh-Charleston trade. He built a texas on the roof for the crew, to give what cabin rooms she had to passengers. This trade was a great success. Captain Greene brought the BEDFORD to Cincinnati in the low water season of 1895, and ran her in the Cincinnati and Maysville trade until the low water forced her to lay up.

Captain Greene married Miss Mary Becker in 1891. Mrs. Greene lived on the BEDFORD with the Captain and was accompanied by a young lady relative.

Captain Greene owned the steamer ARGAND, built the GREENWOOD and GREENLAND. The GREENWOOD left Portsmouth on October 17, 1898, on her maiden trip, and sank on a snag at the mouth of the Scioto River before she was out of sight of the wharf. She was raised and went to Parkersburg docks for repairs.

The GREENLAND was a side-wheel boat, and made trips to St. Louis to the Fair in 1904. Mrs. Greene was her master on these trips.

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Captain and Mrs. Greene were very successful, and on November 8, 1904, he bought the F. A. Laidley interest above Cincinnati. This gave him the TACOMA, COURIER, H. M. STANLEY, and all property of the Cincinnati-Portsmouth-Big Sandy and Pomeroy Packet Company. This deal gave him control of the trade between Cincinnati, Pomeroy and Charleston. He now owned the GREENLAND, BEDFORD, ARGAND, GREENWOOD, TACOMA, H. M. STANLEY, COURIER, and BONANZA. He sold the H. K. BEDFORD to Captain Henry Craft, and she sank above Marietta, a total loss. He sold the ARGAND and it towed a showboat for several years. The H. M. STANLEY sank at Gallipolis Island. On August 29 she was raised and on September 3 she was destroyed by fire.

On one trip of the GREENWOOD, when she was on her way to Pittsburgh, the rumor got out that smallpox had broken out on the boat. When she went to land at Wellsville three officers met the boat and ordered her not to land. Captain Greene said to land, and the stage was lowered. Captain Gordon Greene, facing three officers with three guns, walked out on land and said to the deck crew, "Come on, boys, unload that lumber, there's no smallpox on this boat." He told the officers to shoot if they wanted to, but he was going to deliver the freight, and he did.

Captain Greene built the TOM GREENE, iron hull packet, and the CHRIS GREENE--both good packet boats of the stern wheel type. The Greene Line suffered heavy losses in 1922, when fire destroyed the steamers TACOMA and CHRIS GREENE.

The next day after the fire at the Cincinnati

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Wharf, the Str. GREENLAND, that was repairing on the Cincinnati ways, floated off and drifted down past the wharf boat in the ice. Captain Greene watched this boat pass and then said, "Boys, there goes the last we will ever see of the GREENLAND." And it was. He had just paid the dock company five thousand dollars on the repairs.

After 1904, Captain Greene was the largest steamboat owner on the upper Ohio. His first start was similar to the start of Commodore Wash Honshall. Both began on a flatboat and then became deck hands on a packet boat. He was in love with the whistle on the ST. LAWRENCE, and paid seventy-five dollars to have this whistle duplicated, as near as possible, for one of his boats. The result was that the new whistle and the old could not be told apart. When Captain Greene bought the Laidley interest he became owner of the old ST. LAWRENCE whistle, also, the one he had heard so often when a boy at Newport.

He, like other steamboat owners, lost a steamboat once in a while, but there was never a life lost from any of his boats. During his river career he lost the Str. CHILO at dam No. 35, and the GREENDALE, HENRY M. STANLEY, NEVA, TACOMA, and the old CHRIS GREENE were all destroyed by fire. The GREENLAND was crushed by ice, and the GREENWOOD sank after a collision with the CHRIS GREENE.

Captain Gordon Greene's word to you was just as good as his bond. He was slow to decide, but when he did, he was willing to push ahead on that decision. He virtually made his home on the Ohio River. On Thursday, January 20,

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1927, he died very unexpectedly, after devoting half a century to the river steamboat.

Mrs. Greene was a licensed pilot and master, and his two boys are both steamboat men.

The body of Captain Gordon Greene lay in state in the main cabin of the steamer TOM GREENE. At every landing friends sent aboard floral tributes. They arrived at Newport on January 20, at ten o'clock. The funeral service was conducted on board the steamer at Newport.

The GRANITE STATE was one of the old line packets in the early seventies. She ran in the trade between Pittsburgh and Portsmouth. Her master, Captain Wash Kerr, was also owner and was one of the first class men of his time.

He also built and owned the BUCKEYE STATE, one of the finest stern wheel type of boats. It was said of Captain Kerr that he was always prompt at leaving port. When the time was up to go, he would go and he has been accused of leaving his wife coming down the wharf grade. Some one of the boat's crew informed him that his wife was coming down the grade. The captain replied that she knew what time the boat left and if she wanted to get aboard she should have been on time.

One time when he was running the BUCKEYE STATE between Pittsburgh and Cincinnati, her pilot, Billy Holloway, whistled for the landing at Ironton and decided he would land downstream, which he did. But while he was making the landing, Captain Kerr chewed up a whole plug of tobacco. The boat was landed in fine shape and after she had exchanged her cargo and left the wharf again on her way downstream, the captain

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went to the pilot house and this is what he told the pilot:

"Billy, you made a good landing, one of the best I ever saw made. But, as long as you pilot this boat for me, don't you ever do that again."

Captain Kerr believed that it was safer to turn these boats around and he wanted it done with his boats.

The BUCKEYE STATE was equipped with the very best and her name was on her china and silverware. If any passenger left a table hungry, it was his own fault, for everything that could be bought to eat was served. Elisha McGlofin was steward.

Captain Wash Kerr was buried at Ironton, Ohio, 1880.

John W. Hubbard, a Pittsburgh manufacturer, with the river as a hobby, has generously presented to the interior United States two creditable river steamers that will compare favorably with those of Long Island Sound, the Hudson River, or the Great Lakes. They are to serve the cities of Cincinnati and Louisville.

Captain Hubbard has been the salvation of the river interests. It is not possible to fully express the gratitude that now belongs to him for the CINCINNATI and LOUISVILLE.

Captain Joe Kitchel was born on a farm where Fort Thomas now stands, May 11, 1859. His father moved to Jim Town, now Dayton, Kentucky. The first boating that Captain Kitchel did was on the ORCHIE P. GREEN, owned by Charles Woodberry.

He left Cincinnati in August, 1875, for White River, Arkansas, with coal for sale. At Newport,

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Arkansas, they sold the coal at a dollar and a half per barrel, mostly to blacksmiths. The boat ran between Newport and Beattyville. This boat ran all day and laid up at night and cut wood for fuel the next day.

Joe Kitchel received twelve dollars per month and worked as cabin boy, but he had to help cut wood. He took the dreaded swamp fever while working on this boat, and was forced to return home. He paid twenty-two and a half dollars car fare and didn't have much but malaria fever.

His next boats were the LIZZIE GARDNER and KATE WATERS, in the Cincinnati harbor; and the LIBERTY NO. FOUR, with Captain Joe Burnsides, in the coal towing trade out of Pomeroy. Later he shipped on the towboat JOHN PERRY. She towed between Pittsburgh and Louisville. This boat laid up and he decided to take a ride on one of the pool boats. The captain put him to work at one dollar per day. He worked on this boat twenty-two months and received his license for mate. In a short time he got his pilot and master's licenses.

The first boat that he was captain on was the Str. WILLIAM WAGNER. He also served on the famous towboat LITTLE BILL, but not in the Homestead Strike. He was part owner of the towboat DELTA, but sold his interest to Captain W. H. Flint. He then bought an interest in the Str. OLIVETTE. He sold his stock in her and shipped on the towboat CYCLONE. He also served several years on the TORNADO. He piloted the PRISON SECURE ship from Pittsburgh to the Kentucky River, drawing fifteen and one-half feet of water in sixty-two and one-half hours.

The last heard of Captain Joseph Kitchel was

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that he had retired on a farm near Toronto, Ohio.

Lee Andrews was born at Hillsboro, New Hampshire, in 1836. At the age of fourteen years he came to Cincinnati and began his river steamboat career. He served the required time for his license as engineer on steam vessels.

In 1856 he married Miss Delilah Davidson, of South Point, a relation of Commodore William Davidson, of steamboat fame.

He was at one time a partner in a flour mill at South Point and became famous as teacher of the Sunday School Bible Class, inducing the men of the whole community to join. The flour mill was destroyed by fire and Mr. Andrews returned to the river and steamboated out of St. Paul for the Davidson Line.

After several years he returned to the Ohio River and was chief engineer on the ST. LAWRENCE, COURIER, TACOMA, and other packets of the White Collar Line.

One time the TACOMA had been docked and Mr. Andrews was repairing the engines. Captain Laidley said to him, "Lee, do you think the TACOMA would be faster if her cylinders were the same size of the STANLEY'S?"

Mr. Andrews said, "Yes, more power would make her a faster boat."

The STANLEY had just received one new sixteen inch cylinder with a six foot stroke. The commodore called up Charles Barnes, the engine builder, and asked him what that cylinder cost that he made for the STANLEY. Mr. Barnes told him that it cost two hundred, twenty-five dollars.

The commodore said, "Look here, Barnes, will

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you make two just like it for the TACOMA for four hundred and fifty dollars?" The answer was "yes."

"Then go ahead and make two as soon as you can."

The cylinder made for the STANLEY was a cylinder only. They had the heads and all the upper works to fit, but there was nothing said about heads for the TACOMA. Of course, when the new cylinders were placed nothing fitted, so new heads had to be made. New rods, crossheads, and in fact about all the equipment had to be done over.

After the TACOMA'S repairs were completed, the bill that came in for the cylinders and the extras was over sixteen hundred dollars. The commodore raved and swore he would not pay the bill. He had contracted only for the cylinders at four hundred and fifty dollars. Mr. Barnes told him that that was exactly what he had charged him for the cylinders and he tried to explain the extras, but the commodore would not listen. Letters were sent to all engineers in the employ of the company telling them not to have any work done at the Barnes shop. A few weeks later the bill was paid.

One morning I had an order from Mr. Andrews to get him one two inch valve. I told the commodore about the valve I wanted. He said, "Look har, Ellis, you go to Frisbie and ask the price, then go to Merideith Machine Company and ask their price, then go to Barnes and ask him his price, and get the valve where you can do the best."

I got the valve at the Barnes shop, and saved one dollar. Immediately the old order given to

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the engineers was recalled with instructions to buy of Barnes.

Captain J. Mack Gamble, a son of Vachel and Susan Gamble, was born on a farm near Moundsville, West Virginia. While he was a boy the family moved to a farm near Clarington, Ohio, which is still in the possession of the Gamble family. He planned to become a lawyer and attended Mount Union College, at Alliance, Ohio. While expecting to teach school for a term, a position as clerk was offered him on the HOPE, a little packet in the local trade out of Wheeling. He accepted this offer and took up his river work in 1871. He later was head clerk of the famous side-wheel mail packet COURIER in the Wheeling-Parkersburg trade as master and pilot, and acted as captain of the side-wheel packet DIURNAL.

Captain Gamble was a stockholder in the company which built and operated the stern wheel packet COURIER in the Wheeling-Parkersburg trade and later took over the entire ownership of the boat himself.

The pride boat of Captain Gamble's career was the beautiful and large SUNSHINE which he had built at Brownsville, Pennsylvania, under his personal supervision. This boat was two hundred feet long and thirty-eight feet wide with everything of the best in steamboat construction. Captain Gamble personally crawled through the hull and oiled every timber. The SUNSHINE is believed to have been one of the best proportioned and prettiest stern wheel boats on the river.

After selling the SUNSHINE and COURIER, Captain Gamble went to Nashville, on the Cumberland

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River, and purchased the packet WILL J. CUMMINS, which he brought to the upper Ohio and operated in the Wheeling-Cincinnati trade. Later on he was manager of the Monongahela River line of packets while Captain George Theiss was at the head of that company.

Following this, the packets JEWEL and RUTH were operated by Captain Gamble in various trades out of Wheeling and Marietta. The RUTH was the last boat he owned, operating in the Sistersville-Wheeling trade after he had moved from Marietta, Ohio, to the home farm near Clarington. The last boating he did was to pilot the RUTH from near Clarington to Marietta, a distance of nearly sixty miles, which he did without ever ringing a bell. The boat was placed in winter quarters in Muskingum River and sold to Captain Sam Williamson.

Captain Gamble died in 1910 in the house on the home farm which was built by his father in 1868.

Captain J. Mack Gamble's son, who lives at Hannibal, Ohio, is well known to all readers of the WATERWAYS JOURNAL. His interesting articles have been read and commented on more than any other writer for this journal.

Captain Steve Thompson was born in Belmont County, Ohio, in 1825. He started steamboating in 1850 as second clerk on a small packet called PILOT. She ran in the trade from Pittsburgh, Pennsylvania, to Hockinport, Ohio, with Oscar Crane as captain. Later he was head clerk on the steamer PETONIA, which ran from Marietta to Zanesville with Captain Millhouse.

In 1852 he became part owner and captain of

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the Str. TOM SCOTT, a Wheeling and Steubenville packet.

In 1853 he was part owner and clerk of the Str. ALLEGHENY, Clipper, Parkersburg and Wheeling packet, with Captain William George.

He became half owner of the steamer LOUISA in 1856. She was in the passenger, towing and freight business. Then he was captain and part owner of the steamer ARRILLO WOOD, later named INGOMAR, in the Clarington and Wheeling trade.

In 1854 he was owner of the steamer CUBA, Portsmouth and Wheeling packet, which sank at Buffington Island that same year.

In 1860 he built the steamer CAPITOL for the Red River trade. She made only one trip when the war broke out, and he brought her back north again. She was chartered by the government, used for four years in the Civil War service, then sold and later wrecked at Louisville, Kentucky.

Captain Thompson and his brothers built the Str. EDINBURGH at Louisville in 1864. She was used by the government, and then run in the Cincinnati and Marietta trade.

During 1866 he was captain and part owner of the steamer GENERAL THOMAS which was formerly a government boat, but afterwards repaired and renamed INGOMAR NO. TWO. One and a half years later she was traded for the steamer LAURA. He was captain and part owner of this boat.

Other steamers of which he was captain and part owner were the REESE, CLERRINGTON and WHEELING packets. The latter, renamed the TELEGRAM, ran in the same trade until 1884.

In 1884 he became captain and part owner of

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the Str. CHESAPEAKE, Marietta and Wheeling packet.

He retired from the river in 1885, and went into the hotel business at Clarington.

C. C. Bowyer probably had one of the largest collections of steamboat photographs in the United States. He had been adding to this collection of photographs for more than thirty years. Many of them were taken by his own kodak. Intuitively he was a river man, and there was nothing that appealed to him more strongly than the river steamboat.

He was president of the Merchants National Bank, at Point Pleasant, and a stockholder in the fine big excursion steamer HOMER SMITH. While his duties as head of this bank were confining and heaped with responsibility, he never lost an opportunity to "shoot" a foreign or strange boat when passing Point Pleasant. In fact, it was hard for one to pass unobserved by him. He was so familiar with the whistle of boats that it was easy for him to distinguish the sound of the strange whistle.

Mr. Bowyer's collection consisted of six or seven hundred photos. More than one hundred pictures were framed under glass and hung on the walls of his bank which is now closed.

The oldest boat represented in this collection is the VIRGINIA ROSE, built prior to 1858, on Raccoon Creek, by Captain William F. Gregory, who was born at Richmond, Virginia, in 1834. This was the first boat to make the trip to Kanawha Falls. The date was 1858.

While Captain Bowyer has not devoted any portion of his life to operating boats, yet he was so interested in everything that pertained

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to river crafts that he made a thorough study of the construction of boats and passed the required examination for a master's license, which he prizes very highly.

He is a member and treasurer of Harbor No. 26, Master and Pilots Association. He has always been on the side of river improvement, and is an acknowledged authority on river matters.

Captain Jim Dupey was one of the best of old-time steamboat mates and one of the fast ones. He was a real gentleman, but considered among the roustabouts as bad medicine.

!! On one occasion, I remember, when the larger boats had to tie up for low water, the Str. SUNSHINE was placed in one of the upriver trades. Bill Stapleton was her mate, and he was one of the bad ones. Bill's associates were Jim Dupey, Jessie Erwin, and his brother Nailes. These men were all loafing on account of the low stage of the river. All steamboat mates were well known to the colored deck hands. Bill had shipped his deck crew of twenty men, one of them a little black darkey, who knew all of them. Bill hired Jessie Erwin to go with him as second mate.

When he came aboard with his gripsack, this little darkey said, "What's Mr. Erwin goin' to do on this boat?" He was advised that Mr. Erwin was the second mate. "Well," the darkey said, "I guess I can make a trip with Mr. Stapleton and Mr. Erwin, but they're bad men."

Then Nailes Stapleton stepped on board with a bundle of bedding on his back. The darkey said, "What's Mr. Nailes goin' to do on this boat?" He was told that Nailes was going up as deck hand. After drawing a long breath, the

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little darkey said, "I don't need the money. I can't make this trip." He disappeared from sight.

Captain Dupey was once a familiar figure on the Ohio and Mississippi rivers from Pittsburgh to New Orleans. He was known to many people in Gallipolis for he had often brought the old ISLAND QUEEN to this city on the annual spring excursion.

The first steamboat that Captain Bennie Pattison shipped on was the steamer AVALON, in 1900. He was born and raised at Moscow, Ohio. He made several trips as deck sweep on the AVALON.

Later he was watchman on the TACOMA. Under Captain Art Shriver, in 1902, he was on the CITY OF PITTSBURGH. He served again on the TACOMA, and on the COURIER, HENRY M. STANLEY, SUNSHINE, BONANZA, INDIANA, GREENWOOD, and SEA LION.

After receiving his license for mate, his first position was on the GREENLAND with Captain Mary B. Greene. Later he was mate of the COURIER and was promoted to captain in 1909. In 1917 he served on the towboats JOHN F. KLEIN and LUCY COLES, transfer boats at Ashland, and on the Ashland wharf boat for several months.

After the heavy ice run of 1918 he was made captain of the GREENWOOD, then of the TACOMA, and was promoted from the TACOMA to the first ISLAND QUEEN. For three seasons he served as captain on this boat, on the PRINCESS, and also the new ISLAND QUEEN.

While he was at New Orleans with the ISLAND QUEEN he received word of his appointment as inspector of steam vessels. He returned north

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and took up his duties as local hull inspector at Evansville, Indiana.

On October 13, 1926, and after the death of Captain John Peyton, Bennie was transferred to Cincinnati, Ohio, and took up his duties there on May 21, 1928. Baylor Spratt, his partner at Evansville, was a fine man and one of the old-time engineers. George W. Damaron, his new partner, was also one of the old-time engineers.

Bennie made a trip to New York City to attend the funeral of one of his boyhood chums, who was also raised at Moscow. A sister of this friend, who was quite small when she left Moscow, had grown into girlhood. She took Bennie for a walk across the Brooklyn Bridge, and later this beautiful little miss became the wife of Bennie Pattison.

Captain George Williamson, of Point Pleasant, originally came from the Pomeroy Bend, where his father operated a coal mine and towboats from Syracuse.

The Williamsons owned and operated the old towboat J. M. CLARKE and other boats in the days of the JESSIE, CHARLIE McDONALD, KATIE TIMMONDS, BUCKEYE BOY, ABE McDONALD, KATE WATERS, and other towboats that towed coal and salt out of the Bend in palmier river days.

George Shelton, Sr., was born in Metropolis, Illinois, on March 10, 1861. He went to Paducah many years ago and made his home there. He was the operator of the Shelton Brothers Foundry on South Third Street and specialized in the building of steamboat machinery.

Mr. Shelton was the inventor of the "steamboat doctor pump," a water pump used universally on steamboats in river trade.

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Frank Fuller, of Proctorville, Ohio, started his steamboat career on the steamer SCIOTO, in 1875. He served on the SCIOTO, CITY OF IRONTON, MINNIE BAY, and B. T. ENOS of the Bay Line steamboats.

He left the river in the early eighties when he decided to venture in the wholesale grocery business at Huntington, West Virginia. He was successful from the start and later was interested in the Union Bank and Trust Company and served as president of this bank for several years.

Between 1860 and 1880 men born in Lawrence County, Ohio, and many of them just opposite Huntington, controlled seventy-five per cent of the packet boats on the Ohio, Mississippi, and Red rivers.

W. F. Davidson was a South Point man who owned more than forty steamboats and he was well known between Pittsburgh, New Orleans, and St. Paul. James J. Hill, of railroad fame, started his career on the Davidson Line of boats in the fifties and sixties. W. F. Davidson was known as the largest single owner of steamboats in his day. The WORLD'S WORK, in recounting briefly the exploits of early steamboat men, declares him to be the "Vanderbilt of the West," as to steamboats.

By consolidation of various local interests, the Galena and Minnesota Packet Company was formed in 1854 for the upper river trade. Two years later the Northern Line started into this same business. Then Commodore Davidson, in 1856, started his river career. He long remained to the river trade what Commodore Vanderbilt was to transportation in the East.

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In 1860 Commodore Davidson organized the Lacross and Minnesota Packet Company, and four years later this line and the Northern Line consolidated under the name of the Northwestern Union Packet Company. This gave Commodore Davidson control of packets over hundreds of miles on the great rivers of the West. The commodore was one of the rough-and-ready tireless pioneers who was out to get business and meant to have it.

J. J. Hill had his superior officer gauged quite accurately. He sums him up in a letter of the time, showing his already keen judgment of men when he said, "As long as the old man thinks he can ride, he will ride, but once he is forced to go afoot, none so pleasant as he."

Commodore Davidson's home remained at South Point during the entire period of his operations on the Mississippi and Red rivers. He spent the greater part of his time at St. Paul and Galena, where he was watching the development of his new enterprises. His absence, however, did not swerve Ohio River steamboat men from paying their compliments to him, and the packet boats used to salute the flag which waved from a mast planted in the commodore's front yard, at South Point, Ohio.

Many men from Lawrence County, Ohio, were found among his crews. Lee Andrews, of South Point, was engineer in the Davidson Line for several years. E. V. Mace, Charlie Williams, of Burlington, and Charlie Davidson, of Bradrick, Ohio, worked for the Davidson Line as engineers.

It was shortly after Commodore Davidson built the new IDLEWILD, and sent her to the Red River

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that James J. Hill became connected with the Davidson interests. The first offer came from Davidson himself who had been watching the youthful Canadian who had appeared at the little settlement of St. Paul one wintry day almost penniless and in search of a job.

Meanwhile James J. Hill looked about him in the little Minnesota town where his travels had terminated for the present to see what was to be done. It was a momentous choice. Here he was to work for nine years for independence. Here he was to build up a flourishing business of his own. Here he was to lay the plans that started him on his career as the greatest construction railroad genius of his age.

Hill, soon after his arrival at St. Paul, had received a letter from Commodore Davidson offering him a clerkship on the steamer FRANK STEEL.

"The Commodore is Letter A, Number One," wrote Hill to a friend in describing the offer, "and I think I shall go." And he did. This was in 1858.

While in the service of the commodore, Hill thought seriously of the project of building steamboats like those operated on the Mississippi to carry traffic on the rivers of India. He studied steamboat construction and operation. He read everything available about India. He knew exactly what kind of boats would be required, and how much travel they could hope to secure. He did not get to India, but fifty years later his judgment affirmed the soundness of the venture he had dreamed of on the JUNNA.

After the war, he realized the mighty scope of the coming development of the United States, and all thought and effort were turned in that

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direction. He left Commodore Davidson in 1867 and went into the railroad business and in later years rose to be the greatest railroad man of the age.

Washington Honshall was a Lawrence County man from Buffalo Creek, near Burlington. He controlled the White Collar Line of packet boats, also was part owner in the Huntington and St. Louis Towboat Company, and his boats operated from Pittsburgh to Memphis and St. Louis.

Ike Kouns and Matt Scoville, from near Burlington, Lawrence County, operated a packet line on the Red River between Shreveport and New Orleans.

Bill Knight, of Millersport, Lawrence County, built and owned several packet boats that operated on the Ohio and Mississippi rivers.

Wash Kerr, of Ironton, Ohio, owned the GRANITE STATE and BUCKEYE STATE. They ran out of Pittsburgh.

George and William Bay, from Lawrence County, operated packet boats between Madison, Indiana, and Charleston and Pittsburgh. They owned thirty or forty steamboats. They were practical boat builders and very successful.

There were other boat owners that originally came from Lawrence County, Ohio, showing that Lawrence County men at one time controlled more steamboat property than any other county on inland rivers. Some of the best pilots, masters, mates, engineers, firemen, deck hands, and other river men were found in Lawrence County, Ohio.

No better steamboat firemen ever lived than those found around Burlington, Ohio. They were not only good firemen but they were of the best type of colored citizens. Most all of them

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were members of the church and lived lives worth while.

Captain Ike Bryson was born in Pennsylvania. His family moved to the vicinity of Grayson, Kentuchy. Ike did not like this part of the country, so he left home in search of employment. He struck luck when he arrived at South Point, Ohio, and was employed on a farm by Joe Davidson. He watched the fine big packet steamboats passing, and it was natural for a boy to fall in love with these old-time beautiful boats. When he was eighteen years old, he shipped on a steamboat. He advanced rapidly and after a few years was at the top.

Commodore Wash Honshall placed Ike Bryson in charge of the fast BOSTONA in the Cincinnati and Huntington trade, connecting with the C. & O. Railroad. He wore the old BOSTONA out and served several years on the new boat. He was one of the old-time steamboat men who knew the business. He was always in a hurry and loved the BOSTONA as he did himself. He kept the whole crew busy shoving the BOSTONA to make time.

One time the mate, Owen Jolly, shipped a green man on deck, and Bill Adams, the watchman, gave this man a bucket of grease and told him to go to the roof and grease the bell. The fellow obeyed orders. Just as he finished the job, Captain Bryson stepped up to him and asked him who had told him to do that. He said, "Bill Adams."

The captain said, "You go tell Bill Adams to come up here, the captain wants to see him." He went back to the lower deck and told Bill Adams that the captain wanted to see him.

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"I know what he wants," said Bill, "so I'll take a bucket of hot water, soap and a scrubbing brush with me." Bill scrubbed the grease " off the bell and Captain Bryson never said a word.

George W. Damaron was raised at New Richmond, Ohio. He served his apprenticeship learning the profession of engineer of steam vessels under some of the best steamboat engineers of old times--mostly Mack and George Ketchum, and no better engineers ever pulled a throttle than these Ketchums.

George received his license in the eighties, and was promoted until he was chief-engineer on the fast TELEGRAPH. He was one of the practical engineers, a gentleman in all that the word means, and good looking. When the new TELEGRAPH was built by the Knoxes of Marietta, for the White Collar Line in 1891, George was made her chief engineer, and this position he held until President Cleveland appointed him local Inspector of Boilers, at Cincinnati, in 1894. He has hosts of good friends along the Ohio River. He was one of these men that wanted his boat to run, and he always did the best he could to make her go. When the TELEGRAPH, a three boiler boat, ran out of Cincinnati to Pomeroy, two hundred and twenty miles in eighteen hours, George Damaron was at the throttle.

When he really became boss over all the engineers in the Cincinnati district, his practical knowledge of their ways was recognized. They received the glad hand when they called at his office, and never went away sorry that they had called. He was never feared by licensed officers.

James William Handley, better known as Will

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Handley, was born on April 25, 1840. He shipped on a river steamboat at the age of sixteen years and learned the profession of engineer. The first boat on which he was employed as engineer was the CRICKET NO. TWO. He served for some time on this boat. He filled out the ST. JAMES, the first side-wheel boat he was ever on. Lou Bryson was captain of this boat and Jim Rice clerk.

During the Civil War he served on the CRICKET NO. FOUR, BELFAST, MIAMI, and BOSTONA NO. TWO. These boats were used by the government as transports, carrying both provisions and soldiers. He was on three BOSTONAS, and he liked the last BOSTONA better than any boat.

He was called one of the red-hot engineers, and he wanted to see the boat that he had charge of running well. He was on the U. S. lighthouse tender, GOLDEN ROD, for thirty-two years.

While in the employment of the government, he inspected the installation of the machinery on the towboats MIAMI, SCIOTO, GUYANDOTTE, IROQUOIS, CUYAHOGO, and OTTOWA. He also took the WARREN south in 1882. While south, he was on the FRED BLANKS, JOHN HARNA, H. HARNA BLANKS, ST. JOHN, and NEW SOUTH. He never lost a wheel, and had never had an accident of any kind when he retired at the age of eighty years.

He was the first man to call attention to the fact that explosions were caused by the use of tallow that caused formations and subsequent explosions.

He also invented the staggard wheel.

Captain John Fink, who worked at "Pushing" on the river for three or four years at thirty-one and a half cents a day and who had saved

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seventy-five cents on the day he was married, became one of the coal barons in early days of coal development.

The Heatheringtons, a family of Englishmen, made a fortune in coal. Their financial romance, as related, is interwoven with that of Captain Fink.

John and Mike Fink belonged to a long extinct race of Ohio and Mississippi River boatmen. When boys they lived above Wheeling on the river.

John Fink arrived at Bellaire, Ohio, long before the town started. Mike Fink made his last trip down the river on a flatboat in 1815. He went farther west at that time, for the country about here was becoming too civilized for him.

Captain John Fink, when a boy, worked on his uncle's farm. His river career commenced when he served time as apprentice on the Wheeling Ferry. Next he became cook on a canal boat. While holding this position he learned to "Push."

His credit had improved in 1830 when he bought a piece of land on McMahon Creek, at Bellaire, Ohio, and commenced mining on the land. He built a flatboat and took a load of coal to Maysville, Kentucky, where he sold the coal for two hundred dollars. This was the first flatboat, or boat of coal of any kind that ever floated any distance on the Ohio.

He then extended his trips to the lower Mississippi where he sold to the sugar refineries. The coal was carted to the river bank and loaded on flatboats. It was unloaded by filling barrels holding two and three-quarters bushels. These barrels were carried to the refinery by two men. At that time a barrel of coal sold for

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one dollar. Several thousand bushels of coal were delivered and sold in this fashion.

Captain Fink went into the steamboat business in 1833 as captain and owner. By this time he was amassing a fortune which enabled him to retire from active business in 1864.

He found capable assistants in the Heatheringtons, a family of English miners who worked in a coal bank in a hill south of McMahon Creek. One of the most handsome of dwellings now to be found in the Ohio Valley was the home of Jacob Heatherington. It stands in the lower end of Bellaire, Ohio. Jacob Heatherington, son of John Heatherington, was born in England in 1814 and early in life migrated to America.

He rented a coal "bank" of Captain Fink and bought eight acres of land on credit. This later proved to be the foundation of a great fortune.

He first wheeled his coal out on wheelbarrows. As his business grew he took in a partner and the firm became known as Jake Heatherington and his Mule Jack. For years he mined his own coal and drove his faithful mule.

From an output of a few bushels a day, the business increased to thousands and Jake's coal was feeding the furnaces of scores of steamboats. His eight acres increased to over eight hundred acres and he became owner of many dwelling houses and rowboats as well as of stock in glass factories.

The custom of floating coal on the river passed away, and great towboats pushed Coal barges up and down the river.

Jake was not educated. He never went to school a day in his life. He couldn't read the

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names on his own boats that passed along a few hundred feet in front of his home. But by 1870 he came to know each boat name by sight.

From the early days at his mine, a strong affection had grown up between the man and his mule, Jack. This affection was so strong that when Jake built a thirty-five thousand dollar residence, he dedicated it to the memory of "Jack" and referred to it as "The House That Jack Built."

Over the doorway at the residence entrance is a noble arch, the keystone of which is the projecting head of a mule, a likeness of Jack. When the house was built, Jack was twenty-eight years old and had been retired from active service. He was brought out from his retirement when the house was completed and, in the presence of assembled neighbors, Jake led him up the steps, under the archway, and through the house and showed him the house.

Jake claimed that without the help of Jack be would not have had the house. When Jack died at the age of forty years and ten days, he was buried near by. His grave was always well cared for while Jake lived.

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RIVER DISASTERS

EXPLOSION OF THE STEAMER PHAETON

June 20, 1881

Back in 1877, Captain John McClure, of Wheeling, West Virginia, built the PHAETON for the Wheeling and Sistersville trade. She was one hundred and thirty-five feet long and a beam of twenty-three feet. Captain John McClure sold the boat to Captain William Dillon, of Wheeling. On February 10, 1881, Captain Press Ellison bought her from Captain Dillon for the Manchester and Ripley, Ohio, trade. The PHAETON was fast and soon gained river favor in her new trade.

The Str. HANDY at that time was running in the Portsmouth and Maysville trade and was owned by Captain John Agnew. He was her master. It was common for the PHAETON and HANDY to get together on these trips, but the PHAETON was much speedier than the HANDY and there was no race to it. The PHAETON just ran away from the HANDY with ease.

On June 20, 1881, these boats left Maysville together. When passing Brooks Bar, at the upper end of Maysville, the PHAETON exploded her boiler, killing three men--Cassius Naylor, Timothy

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Seivers, and Joe Miller. Samuel Butler, colored porter, jumped into the river and drowned.

Officers of the PHAETON were: J. P. Ellison and O. R. Cooley, captains; Will Cooley, clerk; Hiram McMahon, pilot; Cassius Naylor and Timothy Seivers, engineers; Jack Jones, steward; Lyman Smith, cook; Henry White, cabin boy; William Light, body mate; and William McElhaney, watchman. Both engineers were killed.

The next morning after the explosion, the papers came out with great headlines telling the evils of steamboat racing. On account of the cause being misrepresented by the papers, that blamed it all on the crew, the steamboat inspectors called Captain Ellison to Cincinnati for investigation.

On June 5, 1881, Captain Ellison arrived at Cincinnati on the Str. TELEGRAPH, and reported to the inspectors as requested. Captain Moore, inspector of boilers at that time, told Captain Ellison that he was accused of steamboat racing, thus causing this boiler explosion.

"Are you guilty, or not guilty?"

Captain Ellison answered, "Not guilty."

Then he was asked, "How fast was the PHAETON?"

"Well," answered Captain Ellison, "we have run from Maysville to Manchester, a distance of twelve miles, making three stops, in fifty-seven minutes."

"Then she was, with lawful steam, a twelve mile an hour boat?" continued Captain Moore.

"Yes," said Captain Ellison, "that's about right."

At this time Captain John Agnew stepped into the office. He was called on the witness stand at once and asked how fast he thought the PHAETON

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was. Captain Agnew answered, "I am sure she can make twelve miles an hour." He was then asked how fast the HANDY was, and he answered that the HANDY was a good seven mile an hour boat.

The inspector turned to Captain Ellison and said, "Captain, you are found not guilty."

After this experience, Captain Ellison was clerk on some of the largest New Orleans packets. He was on the THOMAS SHERLOCK, accompanied by his sister, now Mrs. Nicholson, of Huntington. When this boat went to pieces on a bridge pier at Cincinnati on February 17, 1891, two lives were lost. There were many thrilling escapes. After this accident, he became one of the most popular clerks on the upper Ohio, and served on some of the best packet boats of the White Collar Line.

A BAD DAY FOR STEAMBOATS

February 2, 1916

The big towboat SAM BROWN exploded her boilers. Ten of the crew lost their lives. The BROWN was tied to the bank at the time, and there was no known cause for this accident. Like all other explosions, there were many reasons advanced by different people who did not have any real argument as to the cause. Her boilers exploded and that's all anyone will ever know about the accident.

On this same day the Str. LORENA burned at the Point Pleasant dry dock, a total loss.

The Str. OHIO was also destroyed by fire at Parkersburg, West Virginia.

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There is always some known reason for a fire on a steamboat. Someone knows just how the fire started. Sometimes they never tell, and many lay the blame on rats, but if a fire never started until rats started it, don't worry.

BURNING OF ISLAND QUEEN, MORNING STAR

TACOMA, CHRIS GREENE AND TWO WHARFBOATS

Thousands of persons dotted the Ohio River banks and thronged the bridges in the Cincinnati harbor November 3, 1922, to view the blazing hulks of the steamers ISLAND QUEEN, CHRIS GREENE, MORNING STAR and TACOMA, as they were destroyed at their moorings by fire which also swept through part of two wharfboats.

The fire, it is said, originated when pitch, to be used in caulking the vessel's seams, boiled over in the galley of the MORNING STAR and caught fire.

The four boats lay alongside the wharfboats in close proximity to each other. Flames from the MORNING STAR reached the ISLAND QUEEN, and in almost an incredibly short time both vessels were in flames. With pumping apparatus drawing water from the river, dozens of streams were poured onto the burning vessels, and firemen boarded the ISLAND QUEEN to fight the flames rapidly forcing their way through the five decks of the boat. Firemen on the upper deck felt the boat quiver and they turned back and reached the shore just as the upper decks aft collapsed to the promenade deck.

Little by little the flames consumed the hull of the sinking vessel. There was a hiss of

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steam as the burning timbers touched the water's edge, and then the larger part of the famous pleasure steamer disappeared, only the two pipes and the pilot house, which was almost completely destroyed, remaining above the water line.

While Cincinnati firemen were fighting the fire on the ISLAND QUEEN and the wharfboats, Covington, Kentucky, firemen were quenching the fire in the CHRIS GREENE. The cabin of the CHRIS GREENE was destroyed, but the hull was saved.

Meanwhile, on the Ohio side, the fire had spread through the wharfboats of the Coney Island Company and the Greene Line. The firemen fought their way through the Coney Island wharf boat on the east and the Greene Line wharfboat on the west, finally extinguishing the flames in the wharfboats, enabling them to get close to the burning river craft.

The MORNING STAR and TACOMA burned rapidly. A mate of the TACOMA had cast the boat adrift, hoping that it would be gripped by the current and carried beyond the fire line of the other two boats. Forty men manned a cable, seeking to move the steamer out of danger, but to no avail. The fire continued to spread as it fed on the wooden decks of the two Coney Island boats.

The tall pipes of the STAR fell with a crash. Next, the tall fire mast of one of the boats fell, crashing into the burning boat. The TACOMA'S pipes were next to fall. Soon nothing but the hull was left of the TACOMA.

The Str. CHRIS GREENE held the attention of the thousands who swarmed over the river banks and on the Central and Suspension bridges to

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view the fire. The CHRIS GREENE, which had been towed across the river by the towboat FRED HALL, was carried out by the current before it could be made fast to the shore. The blazing steamer began to drift downstream with its rudder free of control and, for a brief time, it was feared it might crash into the shore near the Suspension Bridge.

Slowly the gallant little towboat tugged at its load, finally swinging the flaming steamer into the Kentucky current and landing it in the Hatfield Coal Harbor away from other shipping. From there Covington firemen fought the fire.

Excitement over the fire ran so high in Newport, Kentucky, that Circuit Judge A. M. Caldwell adjourned court, and court attaches, lawyers and city employees went to the upper windows and roof of the courthouse from where they had a good view of the fire. Thousands of men and women flocked from their homes in Newport to watch the fire.

The CHRIS GREENE, which was damaged to the extent of thirty-five thousand dollars, was a packet boat and was built in 1915 at Point Pleasant, West Virginia. It was one hundred and thirty-two feet long and twenty-six feet, four inches wide. Its drawing capacity was four feet. She had a capacity of one hundred tons and was of the stern wheel type.

The ISLAND QUEEN, the property of the Coney Island Company, was a five deck excursion steamer, without staterooms. It was built in Cincinnati in 1896. She was two hundred and eighty-one feet, four inches long, and forty-two feet, six inches wide, drawing six feet of water. It had a cargo capacity of two hundred and fifty

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tons and was of the side-wheel type. The ISLAND QUEEN, which was known to thousands who in the last score of years have made summer pilgrimages to Coney Island and trod its large dancing floor, achieved international publicity April 27, 1922, when part of the texas deck collapsed during the celebration of the Grant Centennial. This occurred while the boat was passing New Richmond, Ohio, in the river craft escort of President Warren G. Harding. The accident was followed by a rush of passengers to the port side of the boat, and the deck collapsed under them. Twenty-eight persons were injured, one of whom, a schoolboy, member of the Manchester, Ohio, Boys' Bank, was permanently disabled.

All the destroyed boats were of Cincinnati registry, with Cincinnati as their home port. The ISLAND QUEEN and the MORNING STAR belonged to the Coney Island Company and the CHRIS GREENE and the TACOMA to the Greene Line, the former being listed as the property of Gordon C. Greene and the latter as owned by the Cincinnati, Pomeroy and Charleston Packet Company.

Charles G. Brooks, President of the Coney Island Company, took the loss philosophically; "It would cost two hundred and fifty thousand dollars to replace the ISLAND QUEEN and two hundred thousand dollars to replace the MORNING STAR," he said. "We carried fire insurance on both of the boats of one hundred thousand dollars and five thousand dollars on the wharfboat. We will buy new boats to replace those destroyed."

Officials of the Greene Line estimated the CHRIS GREENE, which had been in service between Cincinnati and Huntington, West Virginia, and

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the TACOMA, which had been traveling between Cincinnati and Charleston, could not be replaced for less than one hundred thousand dollars and that it would cost fifty thousand dollars to restore the wharfboat.

Rivermen recalled a similar fire in the seventies, when several river boats in the Cincinnati harbor were destroyed under similar conditions as those of November 3. Due to the fact that none of the boats had up steam, they were helpless and unable to move.

The wharfboat was rebuilt at once. Captain Greene decided to take the wheel off the steamer CHRIS GREENE and the hull was towed to Point Pleasant, West Virginia, dry dock. She was rebuilt. Captain Greene said he virtually decided to abandon the sunken TACOMA, as her engines had been in service for the past forty years anyway.

United States Steamboat Inspectors conducted an inquiry to determine the cause of the fire which destroyed the four steamers.

The principal witnesses examined were Captain Sanborn, Mate James Volks and Chief Engineer Harry Chariton, of the steamer MORNING STAR. They all testified that the fire started on their boat and that the blaze was due to the unexpected ignition of a can of tar which was being heated for application to the roof of the hurricane deck of the steamer. It was stated by the witnesses that there were not more than two and one-half gallons of tar in a ten-gallon can, which had been placed on the range in the kitchen of the vessel. No one was able to explain why the tar ignited.

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STEAMBOATS, OFFICERS AND MEN

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STEAMBOATS, OFFICERS AND MEN

The river steamboat sprang into prominance more rapidly than any other invention of our time. For several years there were accidents caused mostly by a poor system of pumping water into the boilers. In the early days pumps were attached to the cross head and pumped only when the wheel was rolling. This was improved upon as the engineers became more practical. Finally the safest pump known was invented--the walking beam steam doctor. Steamboats were improved upon until man's skill could find nothing new to offer, and the safest mode of travel up to the present day is by steamboat.

The great Str. GUIDING STAR, with that noble master Captain Heglar on the roof, was running out of Cincinnati to New Orleans in the late, seventies and eighties. Captain Heglar was never known to refuse to bring home any man who happened to get broke. He was so well liked by all that he lost very few fares in this way.

We had the CHARLES MORGAN, THOMAS SHERLOCK, NEW MARY HUSTON, LONGFELLOW, U. P. SHANK, JOHN K. SPEED, and PARRIS C. BROWN, all at one time or another, running out of Cincinnati to New Orleans. We had the WILL KYLE, ANDY BAUM, BUCKEYE STATE, CITY OF PITTSBURGH, SUNSHINE, CONGO, JAMES W. GOFF, and several other good packets

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running in the Cincinnati-Memphis trade. These southern packets carried hundreds of tons of reshipping delivered to them at Cincinnati by steamers like the SCOTIA, KEYSTONE STATE, W. M. CHANCELLOR, KATIE STOCKDALE, ANDES, QUEEN CITY, VIRGINIA, IRON QUEEN, and other Pittsburgh packets; and the BOSTONA, FLEETWOOD, TELEGRAPH, BONANZA, BIG SANDY, and other Pomeroy packets.

All of these boats prospered. The old steamboat man was farsighted enough to know that in order to keep one line of boats going with sufficient business, there had to be another line. One line was a necessity to the other.

The Pittsburgh packet trade was good as long as they could carry Memphis and New Orleans freight and reship by river. The New Orleans boats were prosperous as long as they could carry freight for all points above Cincinnati and reship by river. Under the new way, steam-boat men of this new type have no way to transfer their freight except by rail, and this proved a complete "knockout." Today, if proper boats were placed in the Cincinnati and New Orleans trade, the Pittsburgh packets would prosper.

In the old days we had Captain John Sweeney, mate on the QUEEN CITY, who would pull that big bell better than any other man, and the bigger the trip the louder he would ring that bell. We had Captain James Campbell, the man who walked the roof of the FLEETWOOD when that boat was running in the Huntington-Cincinnati trade. He was a live wire in his day. Captain Ike Bryson walked the roof of the fast BOSTONA in the good old days. Captain William Kirker was captain of the fastest three boiler boat ever

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built--the Str. TELEGRAPH. Captain Enos Moore was the captain of the BONZANA NO. ONE and TWO, running in the Portsmouth-Cincinnati trade. Captain Walt Shedd was captain of the Maysville packets. Captain Wash Kerr was master and owner of the good old packets, BUCKEYE STATE and GRANITE STATE, and also captain of the GOLDEN ERA and the GILLRUTH CLARK that sank sixty years ago at the head of Dog Ham Bar. Captain Jim Kirker was on the fast SCOTIA. Captain Mulleman was on the ANDES. Captain Alex Halliday was on the Buckeye State's SIDEWHEEL that ran twenty-four hours out of Cincinnati to Parkersburg. Captain Rafe Hamilton was on the Kanawha packet BOONE. There was Captain Ed Mady of the Chesapeake-Gallipolis and Marietta packet; Captain Wash Honshall on the first TELEGRAPH run from Catlettsburg to Cincinnati; Captain C. M. Holloway, captain of the FLEETWOOD in the Pomeroy trade; Captain F. A. Laidley, captain and owner of the steamer ANNIE LAURIE, a Kanawha River packet; Captain Stockdale of the old KATIE STOCKDALE; Captain Knox of the KEYSTONE STATE; Captain John Brenan of the FLEETWOOD IN the Louisville trade; Captain Charlie Dufour, Charlie William Brasher--all Louisville and Cincinnati packet men; Captain Charlie Church of the New Orleans packet, LONGFELLOW; Captain, Heglar of the GUIDING STAR; Captain Owen Jolley, captain of the U. S. lighthouse tender, GOLDENROD, and mate of the BOSTONA in the railroad days; and captain Jim Dupey of the ISLAND QUEEN.

All of these men have gone to their reward. They were real steamboat men. Their places have never been filled. If some of them were living

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today and in good health, steamboats would still be on these western rivers.

Some real steamboat mates on the Ohio were Josh Cropper, John Thompson, William Bowen Claydale, John and Henry Kirker, Joe Lovejoy, Gene Morris, Andy Hayslet, Oliver Noble, Owen Conley, John Long, and many other good old mates that knew how to load a steamboat.

Some good pilots, who have gone to their reward, are Jim Mace, Carl Mace, Ellis Mace, Sr., Brois Dennis. Bill Holloway, Pete Holloway, Eph Tabbert, Pete Bufner, Aaron Williamson, Sam Moore, Boone Miller, Sandy and Alex Suiter, Crate Booth, Joe Bryant, Ike Miller, John McGuire, and many others.

The old-time engineers included Hy Tyler, Mack Ketchum, George and William Ketchum, Steve Ballard, John Wybrant, William Handley, Lee Andrews, Will Franklin, William Ward, E. V. Mace, and many others.

Captain Gordon Greene, who died in 1927, was the only successful steamboat man since 1900. He made it without reshipping facilities and was probably the only man who could have made good under such conditions.

The best firemen and deck hands who ever walked the decks of a steamboat came from Lawrence and Gallia counties, Ohio. Burlington furnished more river men for the size of town than any other, including Jim Mace, Carl Mace, Ellis Mace, Sr., and Ellis Mace, Jr., Joe Mace, Lou Kountz and Crate Kountz.

Engineers who lived at Burlington were Jim Davidson, Zed Williams, Jim Shute, John Bailey, Boy Pigman, E. V. Mace, Charlie Williams, Gene Campbell, Louis Shute, and Phil Bailey.

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The mates who lived at Burlington were Harry McGloflin, Charlie McGloflin, and George Beans.

Colored firemen who lived at Burlington were Levi Harris, Cecil Harris, John Harris, Alex Roberts, Clint Roberts, Dog Shelton, Isaac Ternes, Isaac Gordon, Walker Kilgore, Ernest Boggs, and many others.

Deck hands who lived at Burlington were Isem Reynolds and Jim Reynolds. Colored deck hands and probably a hundred other roustabouts lived at Burlington.

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PROGRESS ON THE RIVERS

While awaiting larger activities on the rivers by the completion of the canalization of the Ohio, linking it to the Mississippi to create a great mid-nation waterway, the energy of Pittsburgh interests, engaged in water transportation, is being directed toward increasing the fleet. This was brought to public attention by the launching recently of a new steamboat by the Carnegie Steel Company, the ALLEGHENY, the four teenth vessel of its class owned by the company and now operating in the local waters. In addition, these interests have three tugs and three hundred and thirty-five steel barges on the Monongahela, representing a total investment of about six million dollars. This gives a fair idea of the importance of river transportation in this district. It is emphasized by the fact that the harbor now has about fifty-six steamboats in active operation.

Another indication of increased river trade is the delivery recently to the Pittsburgh Coal Company of forty steel barges. The investment in these barges is about six hundred thousand dollars. A conservative estimate of the value of river equipment plying our rivers today is about twenty million dollars. It is a well-known fact that the total annual tonnage of the

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Pittsburgh rivers is far greater than that of several great world ports combined. Indications are, say river men of experience, that important developments are just around the corner. Steel companies, coal companies, sand and gravel interests alike are developing signs of larger activities on the rivers. Figures of federal engineers show that from May, 1927, to October of that same year, tonnage was on the increase.

The era of the steamboat as the main mode of transportation for interior commerce had been dying for half a century. But that era was not dead so long as the KATE ADAMS, now destroyed by fire, was still in occasional use as a regular packet boat, or mixed conveyor of passengers and freight.

Many persons now sense, though vaguely, that the old steamboat days have finally passed from the last vestige of reality into history. Such vagueness is not existent in the minds and hearts of the true river men who remember the J. M. WHITE, the ROBERT E. LEE, and the KATIE. The true river men loved the KATE ADAMS for lines that to him were graceful because they followed in exact, though smaller in proportion, the accepted dimensions of a beautiful steamboat.

There reigns now a new Queen of the Ohio and the Mississippi--the CINCINNATI. Her designer, Thomas Dunbar, knows and loves the era of steamboats that passed with the KATE ADAMS. He could have made the CINCINNATI almost an exact duplicate of the mistresses of the old era in which Passengers crowded the decks of river steamboats, passengers who were pleasure bent with Plenty of leisure.

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Even after the advent of the new tourist Str. CINCINNATI, the smaller KATE ADAMS continued to hold her place as queen when river traffic was supreme. The CINCINNATI is only the forerunner of many new passenger boats on the western rivers, steamboats that will surpass the ROBERT E. LEE, the KATE ADAMS, and the CINCINNATI herself. These boats, like the CINCINNATI, will not differ fundamentally from the principles embodied in the design of the "floating palaces" of the days gone by. But with the KATE ADAMS went for all time, in its exact dimensions, the famous deck of a side-wheel river steamer known as "texas."

In this era of tourist travel, the texas is built too far forward and too far aft to lend itself as the essential feature in the graceful lines of the upper works. The texas of the KATE ADAMS had never been altered, consequently she remained typical of her hundreds of predecessors. A steamer like her will never be seen again unless the lure and romance of the old steamboat days inspire some man of wealth to build a fourth KATE ADAMS and operate her, from sentiment, at a loss. Such a possibility does not seem hopeless to the experienced river navigator. He has seen many a man take up some branch of river activity as much from sentiment as from love of the dollar.

The river is like that. It can attract man through the love of it--a love that is greater than the love of money. Many men on the river today could make more money in pursuits ashore. They are the men to whom the KATE ADAMS embodies the romance of the river. They are the men who

*184

will miss her--the "LOVIN' KATE." as they spoke of her.

"This too shall pass away." As we stifle the catch in our throat and turn hopefully to the new era in which towboats and barges in one trip carry more freight than the KATE ADAMS could carry in fifteen round trips, we trust that the motive of the new day, like that of the old, may be romance as well as money.

"I can never forget the second KATE ADAMS," said Captain Dukes. "Mrs. Dukes and myself made our wedding trip on the boat in 1897. After that she was sold to Captain Tom B. Sims, of St. Louis, who changed her name to the DEWEY, and later to the LOTUS SIMS. While operating under the latter name, she burned at her wharf at St. Louis. The second KATE ADAMS was brought to Memphis by Gus Phillips, who piloted her from Louisville. Captain Phillips was the last master of the KATE ADAMS NO. THREE, and served as a pilot and master on the boat a number of years."

Although the famous bell of the romantic packet of the South, the KATE ADAMS, has been stilled forever as a part of that vessel, it again peals forth for Memphians at least. It bangs in the belfry of a Memphis church. The bell, in which were imbedded one hundred silver dollars to improve its tone, came through the fire, that destroyed the KATE, intact and in good condition.

Mr. Dukes says there will never be another KATE ADAMS, at least not one built by his company. Although its plans for the future have not been finally decided on, the Delta Line will have only the VERNE SWAIN to handle the trade

*185

between Memphis and Friar Point, Mississippi, and Caruthersville, Missouri. The cause of the fire that destroyed the Kate Adams will never be discovered, in the opinion of Mr. Dukes. He scouted the idea that rats started the blaze by chewing matches. He advanced no reason whatsoever for the conflagration.

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CHRONOLOGY OF THE STEAMBOAT

1543

Steam for power was discovered by a Spanish sea captain.

1769

Watts took out patent for steam engine.

1774

Boulton and Watts commenced the manufacture of steam engines.

1788

John Fitch took out patent for the use of steam power to operate steamboat.

James Rumsey claimed the oldest title for steam power for use to propel boats.

1798

John Fitch had failed to get financial help, and committed suicide. He left a note that read, "Some more powerful man will reap fame and riches from my invention."

After this Robert Fulton commenced his experiments with steam power for boats.

1804

Oliver Evans propelled a mud scow by steam power on the Schuykill River.

1807

Robert Fulton built a boat on the East River and named her CLERMONT.

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1809

Robert Fulton took out his first steamboat patent.

1811

Robert Fulton built the first steamboat on the Ohio at Pittsburgh, and named her ORLEANS. In the winter of 1812 she made her first trip to New Orleans in 14 days. She was wrecked on a snag near Baton Rouge, July 14, 1814.

1813

The second boat was built, named COMET.

1814

The third boat, called VESUVIUS, was built, and the fourth boat, ENTERPRISE, was the first boat to make the trip upstream from New Orleans to Louisville. The time was 25 days.

1816

The fifth steamboat on western rivers, the WASHINGTON, was the first boat with cabins upstairs, equipped with sleeping rooms. Each room was named for one of the states.

1818

The United States Mail Line Company was organized.

1825

The first boiler explosion, May 25, on the Str. TECHE.

1830

Feb. 24, Str. HELEN McGREGOR exploded her boilers with the loss Of 30 lives.

1832

April 19, POLANDER and HORNET collided at Cincinnati.

1836

March 13, Str. BEN FRANKLIN exploded her boilers; 20 lives lost.

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1837

May 8, Str. BEN SHERRED burned on the lower Mississippi; 35 lives were lost.

1838

April 25, Str. MOSELLE exploded her boilers at Fulton Cincinnati; 81 lives were lost.

1839

May 3, Str. GEORGE COLLIER exploded at New Orleans; 20 lives lost and many others scalded.

1840

May 7, terrible tornado at Natchez, Miss.

1844

Str. J. M. WHITE built at Pittsburgh.

1845

The J. M. WHITE ran from New Orleans to St. Louis in 3 days 21 hours. There were no government aids then.

1847

Str. A. N. JOHNSON exploded her boilers near Maysville, Ky.; 68 killed.

1849

March 21, Str. VIRGINIA exploded her boilers 10 miles above Wheeling; 10 lives lost.

1850

Dec. 17, Str. KNOXVILLE exploded her boilers at New Orleans; 16 lives lost.

1851

Sept. 29, Str. BRILLIANT exploded her boilers at Bayou Goula.

1852

Jan. 14, Str. GEORGE WASHINGTON exploded her boilers near Grand Gulf, Miss. Several lives lost

1853

Population of Cincinnati was 160,000. Str. TELEGRAPH ran from Louisville, Ky., to Cincinnati,

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1853

O., 150 miles, in 9 hours 52 minutes--no government aid.

1860

Str. SUNSHINE built at Pittsburgh.

1864

Bay Brothers built the MINNIE at Bradrick, 0

1865

July 1, Str. LEXINGTON exploded her boilers 90 miles below Louisville.

1868

Bay Brothers built the J. C. CROSSLEY. UNITED STATES and AMERICA collided; 65 lives lost.

1870

June 30, 5:00 P.M., the ROBERT E. LEE and NATCHEZ left New Orleans on their famous race to St. Louis.

Dec. 1, ROBERT E. LEE was sunk by the POTOMAC.

1871

July 1, Jasper Congrove struck the first lick on the construction of the BIG SANDY wharfboat, 315 feet long, 65 feet wide.

1872

John McAllister built the FANNIE DUGAN at Ironton, O.

1873

Str. CITY OF PORTSMOUTH was built at Ironton, by Capt. Frank Morgan.

1875

Jan. 9, 12 degrees below zero.

Aug. 6, river reached 55 feet 5 inches at Cincinnati, O., the summer flood.

1876

Mrs. John McAllister pooled the FANNIE DUGAN with the Bay Line and the Portsmouth and Pomeroy Packet Company was organized.

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1876

Jan. 29, the river reached 51 feet 10 inches.

Dec. 9, 8 degrees below zero and the river froze over.

1877

Jan. 12, steamers CALUMET and ANDES were sunk by ice.

Jan. 20, river reached 53 feet 9 inches.

Feb. 8, steamers BOSTONA and SAM MILLER collided at Sciotoville, O. BOSTONA sank and was raised on Feb. 11.

1878

Jan. 1, Str. TELEGRAPH made her famous run from Cincinnati to Pomeroy; time 22 hours, and 27 landings.

April 12, heavy snow storm, 16 inches deep.

Dec. 24, 7 degrees below zero.

1879

Jan. 3, 16 degrees below zero.

Jan. 12, towboat ETNA was sunk by ice opposite Ripley, O.

Dec. 9, Str. BOSTONA left on her first trip with Gus Honshall's wedding party on board. New BOSTONA was built at Cincinnati.

1880

Feb. 25, Str. ELDORADO sank on the Falls at Louisville.

April 25, Capt. Wash Kerr was buried at Ironton, O. Storm blew off part of the BOSTONA'S cabin. FANNIE DUGAN brought Portsmouth friends Of Capt. Wash Kerr to Ironton to attend the funeral.

Sept. 14, new FLEETWOOD made first trip.

Nov. 6, steamers FLEETWOOD and HARRY BROWN collided.

Dec. 30, 6 degrees below zero. River closed.

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1881

Jan. 6, Str. ELDORADO was sunk by ice at Portsmouth, O. Boats harbored in Scioto River were CITY OF IRONTON, FANNIE DUGAN, SCIOTO, FASHION, and W. F. GAYLORD.

Jan. 8, Str. GENERAL LYTLE was sunk at Cincinnati by ice.

Jan. 20, Str. CLIFTON was sunk by ice.

Jan. 21, Str. WILDWOOD was broken loose from the BIG SANDY wharfboat by ice.

Jan. 22, Str. ELNA towboat was sunk by ice.

1882

Feb. 21, river 58 feet 7 inches.

1883

Feb. 15, river 66 feet 4 inches. Commodore Wash Honshall resigned as manager of the White Collar Line and C. M. Holloway was elected in his place.

1884

Feb. 17, river 71 feet and 1 3/4 inches at Cincinnati.

Aug. 19, Str. BOSTONA laid up for low water and started again Dec 9.

1885

Str. BIG SANDY built at Cincinnati.

Feb. 5, BIG SANDY went to New Orleans.

Feb. 28, Str. BOSTONA laid up for ice in the Kanawha River.

Feb. 28, dance on the BOSTONA at Gallipolis.

July 7, my mother died at Ironton, O.

Dec. 9, Ellis C. Mace and Teresa R. Curtis, and Sam V. Mathews and Laura McCall were married at Bethel, O., under one ceremony.

1886

Feb. 2, Str. BOSTONA, after fighting ice all

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1886

night, was at the Ashland Coal Yard repairing her paddle wheels.

Feb. 3, she laid up in Kanawha River for ice.

1887

Jan. 3, 5 degrees below zero.

1889

C. M. Holloway resigned as manager and sold his stock to F. A. Laidley at $1.35.

Jan. 10, Lee R. Keck was elected to fill his place.

1890

In this summer, the greatest steamboat war ever known was fought by the NEW SOUTH and FLEETWOOD.

Sept. 6, I took charge of the BIG SANDY wharf boat at the foot of Broadway, Cincinnati, O.

1891

Jan. 1, Str. GENERAL PIKE sank at Madison, Ind., a total loss.

Jan. 2, towboat ANNA ROBERTS collapsed flue at Portsmouth, O.

Jan. 6, river 48 feet 6 inches.

Jan. 23, towboat SILAS P. COE destroyed by fire at foot of Vine Street, Cincinnati, O.

Jan. 31, river raised 8 feet in 12 hours.

Feb. 3, Str. CARROLLTON'S first trip.

Feb. 4, 4 degrees above zero. Coldest of the winter.

Feb. 13, Str. CITY OF NEWPORT collided with wharfboat in fog.

Feb. 17, Str. THOMAS SHERLOCK sank on C. & O. Bridge piers. Two lives were lost.

March 2, Str. GUIDING STAR caught out at Mill Creek.

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1891

March 6, Str. BUCKEYE STATE burst steam pipe at Patriot, Ind.

March 14, towboat ALEX MONTGOMERY was sunk by wind, and Str. TELEGRAPH struck the bank in fog.

March 31, towboat JOHN F. WALTON sank two barges of coal on L. & N. Bridge pier.

April 6, Str. ST. LAWRENCE knocked out cylinder head.

May 5, Str. LOUIS A. SHERLEY left for Knox's boat yard, at Marietta, O.

May 7, white frost.

May 11, Str. FLEETWOOD left Cincinnati with the Elks Lodge on board.

May 18, frost. First home grown strawberries.

May 20, Str. JOHN K. SPEED made trial trip.

June 17, Str. TELEGRAPH left for bone yard at Harner, O.

June 20, Str. BIG SANDY started daily runs between Cincinnati and Louisville.

June 25, William Adams left on the Str. KEYSTONE STATE for Marietta, O.

July 11, Str. OHIO was aground at Cottonwood Point.

Nov. 24, the new Str. TELEGRAPH left Marietta for Cincinnati.

Dec. 25, warm and clear.

1892

March 31, Str. GOLDEN RULE destroyed by fire at the Main Street wharfboat. A Miss Maloney and seven laborers lost.

Oct. 21, was Columbus Day at Cincinnati.

Dec. 3, BUCKEYE STATE left for Memphis.

Dec. 15, Pittsburgh Coal Fleet arrived at Cincinnati, Joseph Walton in lead.

Dec. 26, river full of ice.

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1892

Dec. 30, river gorged at Ironton.

Dec. 31, boats in port, Cincinnati, O.: BOSTONA, ST. LAWRENCE, FLEETWOOD, CITY OF MADISON, BONANZA, CARROLLTON, NEW MARY HUSTON, JOHN K. SPEED, IRON QUEEN, TACOMA, SHIRLEY, CITY OF VEVAY.

1893

Jan. 4, ice running.

Jan. 6, river closed again and moved late in the evening, doing some damage.

Jan. 7, ice stopped and moved two or three times about midnight. Capt. Watt Shedd, reporter for the CINCINNATI ENQUIRY, George Quigins, secretary and treasurer, and several others were on the wharfboat waiting for the ice to start. We carried lunch from Sixth Street,

Jan. 8, ice started at 2:10 P.M., and 16 barges of coal broke loose and the towboat GEORGE MATHERSON sank. New RICHMOND wharfboat sank.

Jan. 9, NEW MARY HUSTON was sunk by ice.

Jan. 11, 10 degrees below zero, MARY HUSTON raised. Smith's bath boat burned.

Jan. 13, river closed. Again zero,

Jan. 15, 12 degrees below zero.

Jan. 16, Str. GUIDING STAR aground at Columbus, KY., with hole in hull.

Jan. 29, HERCULES CARROLL broke loose and ran out of Licking River. No one on board.

Jan. 30, ice gorge moving. Ferryboat CINCINNATI carried away with both floats. Landed at Fleming's Landing. Heaviest ice passing Cincinnati that had passed for several years. No damage at the wharf.

Feb. 2, Str. CONGO arrived from up the river. First boat to arrive this year.

Feb. 4, MIDDLEPORT wharfboat passed down in

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1893

the ice. Str. JOHN K. SPEED left for New Orleans.

Feb. 6, Str. IRON QUEEN left for Pittsburgh.

Feb. 14, MEMPHIS AND CINCINNATI wharfboat sank at midnight. River 50 feet.

March 1, Str. CARROLLTON knocked out cylinder head.

March 30, towboat WASH HONSHALL, built by the Hartwigs brothers, made trial trip.

March 31, BIG KANAWHA knocked out cylinder head.

April 2, Str. BOSTONA ran to Pomeroy in 18 hours and 54 minutes.

April 14, towboat JOHN DANA destroyed by fire at Point Pleasant, W. Va.

April 16 and 17, white frost.

April 19, the SHERLEY was sent to Charleston, opposition to the HENRY M. STANLEY. Snow.

May 2, river reached 50 feet 8 inches. Str. E. M. NORTON, called the "One Eyed Norton," on account of smoke coming out of only one smoke pipe, burned at Belmont Landing. It was a total loss.

May 7, Str. OHIO collapsed flue 20 miles below Cairo. Fourteen deck hands and the second mate were killed.

May 30, Str. ST. LAWRENCE was running excursions to Silver Grove.

June 3, Str. SCOTIA broke shaft at Huntington.

July 19, FLEETWOOD made her last run.

Dec. 7, Str. CITY OF LOUISVILLE launched at Howards.

1894

March 17, CITY OF LOUISVILLE raised steam.

April 3, CITY OF LOUISVILLE made trial trip.

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1895

Jan. 11, BARRETTS wharfboat at Madison sank.

Jan. 14, Str. LONGFELLOW struck C. & O. Bridge pier. slight damage.

Jan. 18, STATE OF MISSOURI struck rocks at Wolf Creek. Total wreck.

Jan. 25, lady passenger died on the BIG SANDY at supper. She was from New Port, Ky.

Feb. 9, river closed by ice.

Feb. 13, HERCULES CARROLL was breaking ice outside the wharfboat.

Feb. 20, George Crawford, engineer on wharfboat left for home. Jim Haskins took his place.

Feb. 22, CHARLIE CLARKE and CARROLL broke ice.

Feb. 24, SUSIE BROWN sank at Portsmouth, O.

Feb. 24, ice all moving. No damage at Cincinnati.

March 3, Str. CARROLLTON broke shaft at Madison Ind. B. S. REA burst steam pipe.

March 8, Str. LONGFELLOW struck C. & O. bridge pier. Total loss. Capt. Carter Clark lost.

March 19, Will Adams died.

March 27, B. S. REA and HENRY ETTA collided at Riverside.

March 28, B. S. REA burst steam pipe.

April 1, smallpox on the IRON QUEEN.

April 3, IRON QUEEN destroyed by fire at Antiquity, O. One life lost.

April 4, Capt. Watt Shedd resigned as master of the MAYSVILLE packet.

April 14, SHERLEY with broken shaft.

August 5, great fire at MEMPHIS AND CINCINNATI wharfboat. Steamers BIG SANDY and CARROLLTON totally destroyed by fire at the Cincinnati Wharf. Str. CITY OF VEVAY broke shaft at Crown

*197

1895

City. Str. TELEGRAPH took the BIG SANDY'S place to Louisville.

Aug. 17, Str. M. P. WELLS lost wheel at Ripley.

Sept. 20, Str. CITY OF VEVEY sank on Craig's Bar.

Oct. 8, BOSTONA out with river delegation, Knocked hole in her hull.

Oct. 31, earthquake.

November 9, steamers SCOTIA, B. S. REA and SIDNEY DILLON destroyed by fire at Riverside.

Nov. 15, Str. SUNSHINE sank at Hanover, Ind.

Nov. 19, NEW VIRGINIA let into the river. Ellis C. Mace, Ed. Curtis, and Guy Mace rode in on her.

Nov. 25, terrible wind storm. Several boats blown loose. LITTLE SANDY sank at Madison and the SUNSHINE lost her stage.

Nov. 26, Bay Brothers sold the STANLEY and LIZZIE BAY to F. A. Laidley. W. W. L'NEIL exploded her nigger boiler.

Nov. 27, Str. LIZZIE BAY left for Madison, her first trip for the new owners.

Nov. 28, U. S. Str. GOLDEN ROD sank at Maysville, Ky. Towboat GENNIE CAMPBELL sank at Memphis.

Nov. 29, after five months' work out of Cincinnati for the White Collar line, Capt. Gordon Greene left for home with the H. K. BEDFORD at midnight.

Dec. 12, JOHN K. SPEED left for New Orleans.

Dec. 30, the NEW VIRGINIA left for Pittsburgh.

1896

Jan. 12, Str. CONGO sank at Crutchersville. Three lost. ROYAL destroyed by fire at Evansville, Ind.

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1896

Feb. 6, NEW SOUTH left for New Orleans with 125 passengers.

Feb. 20, 12 degrees below zero.

March 27, towboat SAM BROWN burned at Louisville. Total loss.

April 5, Easter Sunday, Str. CITY OF LOUISVILLE made the famous run, Cincinnati to Louisville, in 5 hours 48 minutes, downstream, and 9 hours 40 minutes upstream. River stage 45 feet.

May 4, John McCarthy, freight and passenger agent, was killed when gas explosion wrecked No. 442, Walnut St., killing 11.

May 11, towboat HARRY BROWN exploded her boilers near Vicksburg, Miss. Eleven were killed.

May 27, terrible storm at St. Louis.

May 30, NEW ISLAND QUEEN made first trip to Coney Island.

June 9, Bays launched a new boat at Ironton.

July 6, JOHN K. SPEED lost her wheel near Memphis, Tenn.

July 25, Str. BOSTONA collapsed flues at Evansville, Ind.

Sept. 5, Str. CITY OF VEVEY condemned.

Oct. 3, Capt. John Holloway died at Gallipolis, Ohio.

Oct. 6, COLUMBIA sank at Red House on the Kanawha.

Oct. 8, Str. KEYSTONE STATE knocked her smoke pipes down on L. & N. Bridge.

Oct. 21, Str. BOSTONA received new boilers.

Oct. 28, Str. COURIER knocked out cylinder head.

Oct. 30, COURIER sank after striking one of the bridge piers across the head of the wharfboat.

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1896

Nov. 8, BOSTONA was running to Maysville.

Nov. 28, Capt. Andy Haysett was in charge of the JOHN K. SPEED.

Dec. 4, BOSTONA knocked out cylinder head at Cairo, Ill.

Dec. 13, BOSTONA broke shaft.

1897

Jan. 1, 60 to 68 degrees above zero.

Jan. 11, George Crawford died at Ashland, Ky. River engineer. The man that invented wire gum.

Jan. 25, 10 degrees below zero.

Feb. 26, river 61 feet 2 inches.

March 8, Deal Tulley died, mate of the SHERLEY.

March 11, river passed 50 feet the second time.

April 4, Steamers DICK BROWN and LEE I and BROOKS were running up Licking River to the races.

Nov. 12, Str. SHERLEY sank at Walker's Landing. Allowed to go to wreck.

Nov. 22, Str. TELEGRAPH struck the bank at Fern Grove and sank. Total loss.

Nov. 23, George Ketchum dropped dead on the BOSTONA. Engineer on watch.

1898

Jan. 2, Str. BUCKEYE STATE ran through herself at Evansville.

Jan. 8, towboat PERCEY KELSEY exploded her boilers 12 miles below Pittsburgh. Several killed.

Jan. 26, river 52 feet 3 inches.

Feb. 15, battleship MAIN blown up in Havana Harbor; 253 killed.

March 20, BOSTONA and DICK BROWN, loose crack.

March 23, KEYSTONE STATE broke shaft at

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1898

Pittsburgh. BOSTONA struck Southern Bridge pier and lost wheel overboard.

March 29, river 61 feet 4 inches. On stand.

April 9, towboat STELLA exploded her boilers 12 miles above Point Pleasant on the Kannwha.

April 20, all steamboat and factory whistles at Cincinnati were blowing and bells ringing. The news came that President McKinley had ordered Spain out of Cuba.

April 25, war declared by the United States against the Kingdom of Spain.

April 29, SUNSHINE sank, and was raised the same day.

May 19, JOHN K. SPEED broke shaft at Memphis.

May 26, Str. BONANZA broke her shaft at Portsmouth.

June 10, Str. BUCKEYE STATE knocked out both heads.

July 26, Str. FRANK PRESTON sank at Four Mile.

Aug. 15, Str. COURIER had 132 casks of tobacco.

Aug. 25, William Agnews' licenses suspended for 60 days for backing the NEW SOUTH into the bank on Aug. 14.

Oct. 17, Str. GREENWOOD left Portsmouth on her first trip and sank on a snag before she was out of sight.

Oct. 27, first frost.

Dec. 6, Str. BONANZA broke shaft.

1899

Jan. 13, Str. HENRY M. STANLEY knocked out cylinder head near Catlettsburg.

Jan. 14, the new CITY OF CINCINNATI floated Off the ways at Jeffersonville, Ind., Howards boatyard.

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1899

Jan. 24, Str. VIRGINIA reshipped 320 tons on the CITY OF LOUISVILLE.

Feb. 9, 16 degrees below zero. At places was 20 and 26 below.

Feb. 10, 12 degrees below zero.

Feb. 12, 6 degrees below zero.

Feb. 13, 11 degrees below zero.

Feb. 18, Capt. Rafe Hamilton died. STATE OF KANSAS left for New Orleans.

Feb. 27, Str. VIRGINIA reshipped 500 tons to Louisville on Str. BONANZA.

March 20, NEW CITY OF PITTSBURGH left Knox's boatyard, Harbor, Ohio, for Pittsburgh.

April 7, new CITY OF CINCINNATI arrived at Cincinnati. She was given a noisy reception.

April 9, JOHN K. SPEED sank on the dam at Louisville, Ky.

April 12, Str. URANIA passed the QUEEN CITY in a race.

April 19, CITY OF PITTSBURGH knocked out cylinder head at New Richmond, O.

April 30, Str. AVALON broke shaft.

May 16, Str. VIRGINIA knocked out cylinder bead. GEORGE SHIRAS was sunk by wind.

May 19, Str. CITY OF CINCINNATI ran from Louisville to Madison in 3 hours 12 1/2 minutes.

July 9, JOHN K. SPEED was aground at Rising Sun.

July 31, CITY OF CINCINNATI and CITY OF PITTSBURGH started daily to Louisville.

Aug. 4, BOSTONA broken loose by storm.

Sept. 1, LIZZIE BAY sank and was raised.

Oct. 27, BIG KANAWHA sank near Louisville.

Oct. 31, AVALON broke shaft.

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1899

Dec. 18, STATE OF KANSAS destroyed by fire at New Madrid, Ind.

Dec. 31, thermometer was zero.

1900

Jan. 1, W. F. NISBET was sunk by ice at Shilo. Her end, no loss.

Jan. 19, Str. BONANZA struck the bank at Hanteys Landing, W. Va. Fog.

Feb. 11, Str. Henry M. Stanley sank at the Southern Bridge pier. Ed. Anderson drowned.

Feb. 25, 3 degrees below zero.

Feb. 27, Str. COURIER knocked out cylinder head.

April 4, HENRY M. STANLEY left the Madison ways for Cincinnati, and collided with wheel of the towboat JOE WALTON and sank again at Rising Sun, Ind.

April 6, Str. JOHN H. SPEED had boiler trouble at Arkansas City.

April 10, STANLEY floated again.

April 12, Str. BONANZA broke shaft at Burlington, O.

April 17, Str. SUN arrived from Louisville and left for Maysville.

June 23, Str. DICK BROWN sank at Seadansville. Total loss.

Aug. 8, the new Str. INDIANA arrived at the foot of Main St.

Sept. 30, river 3 feet 4 inches. All boats laid up.

Oct. 18, H. K. BEDFORD aground at New Richmond Shute; 600 hogs on board.

Oct. 28, Str. FALLS CITY destroyed by fire at Louisville.

Nov. 3, Str. HILL CITY sank at Memphis.

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1900

Steamers BONANZA and VIRGINIA collided at Manchester,

Dec. 11, Str. CITY OF CINCINNATI, while near Brooksburg, Ind., broke shaft. Wheel fell in board and tore out several staterooms.

1901

Jan. 13, Str. SUNSHINE knocked out cylinder head 16 miles below Gallipolis.

Jan. 19, Str. BUCKEYE STATE burned at Barfield Point. Two lives lost. Boat total loss.

Jan. 29, Str. INDIANA was running to Vevay.

Feb. 11, Bays started the URANIA in the Ironton-Cincinnati trade.

March 6, pilot house burned off the CITY OF PITTSBURGH.

April 13, White Collar Line bought the TACOMA.

April 26, river 59 feet 7 inches.

May 14, CITY OF PADUCAH sank; 15 lives lost.

July 22, 108 degrees above zero.

Aug. 20, Str. HUDSON broke shaft.

Nov. 3, Pilot house burned off the HENRY M. STANLEY.

Nov. 22, DOUGLASS HALL broke shaft at Levana, O. Str. COURIER lost pitman in river.

Nov. 27, JOHN K. SPEED sank at Memphis.

Dec. 20, the KANAWHA BELLE sank in the Kanawha.

Dec. 25, Str. SUN burned at Memphis. Four lives lost.

Dec. 31, mate Billy Stapleton of the CITY OF PITTSBURGH went on a rampage.

1902

Jan. 1, Fine warm day.

Jan. 12, John Moore, carpenter on BONANZA, dropped dead.

Jan. 13, Str. JOHN K. SPEED burst steam pipe.

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1902

Feb. 23, all boats laid up for ice.

Feb. 26, river open.

Feb. 28, fierce storm, thunder and lightning.

March 4, river 50 feet 9 inches.

March 6, William Flesher, carpenter on the BONANZA, drowned at Straight Ripple.

March 26, Str. BONANZA broke shaft at Chilo.

April 15, the GOLDEN GATE was running in the Cincinnati-Madison trade.

April 20, Str. CITY OF PITTSBURGH destroyed by fire at Turner's Landing; 60 lives lost.

April 22, Str. JESSIE destroyed by fire in the Kanawha River.

April 25, Str. SUN RISE burned at New Orleans.

May 15, Str. CONGO knocked out cylinder head at Portsmouth, O.

May 16, rained 2.55 inches in 30 minutes.

May 22, JOHN K. SPEED destroyed by fire at New Orleans.

May 25, HUDSON sank on Dayton Bar. Also raised.

June 13, towboat RELIEF sank at Rising Sun Bar and turned over.

June 18, the JOSEPH B. WILLIAMS and U. S. E. A. WOODRUFF turned the RELIEF right again.

Aug. 6, auto lost in river off the H. M. STANLEY.

Dec. 31, heavy fog, 8 degrees above zero.

1903

Feb. 2, the largest towboat PETER SPRAGUE passed the Cincinnati harbor.

Feb. 16, QUEEN CITY left for New Orleans.

Feb. 18, Str. CITY OF LOUISVILLE left for New Orleans.

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1903

March 4, EMA COOPER sank barge of brick on bridge pier.

March 6, river 33 feet 2 inches.

April 3, snow.

April 8, CITY OF WHEELING broke shaft.

April 20, John Benedict was elected general manager and C. C. Fuller superintendent of U. S. Mail Line Co., in place of F. A. Laidley.

April 27, Str. VIRGINIA struck bank at Maysville, Ky.

April 30, at a called meeting Benedict's election was annuled and F. A. Laidley was reelected general manager of the U. S. Mail Line Co.

May 2, safety valve on the TACOMA blown off.

May 26, CITY OF LOUISVILLE and CITY OF CINCINNATI aground on Rising Sun Bar.

June 12, light frost at Cincinnati.

June 26, COURIER knocked out cylinder head. Al Jones, engineer, slightly hurt. River reporter for the ENQUIRE took him to the U. S. Marine Hospital for treatment.

July 1, SUNSHINE and CITY OF WHEELING collided at Levanna.

July 31, ADELLA and HUDSON collided.

Oct. 10, Str. SUNSHINE sank at Gun Powder Bar.

Oct. 26, Ellis C. Mace left the BIG SANDY wharfboat after 13 years 1 month and 12 days service, and more than 20 years with the company.

1904

T. H. DAVIS was towing transfer barge at Thebes, Ill.

March 17, M. B. GABLE sank at Catlettsburg, Ky.; 2 lives lost. BIG SANDY wharfboat sank and was wrecked.

March 26, COLUMBIA sank in the Kanawha.

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1904

April 25, the gunboat NASHVILLE was at Thebes, Ill.

Oct. 20, Ellis C. Mace arrived at Ashland and went with his brother on the SEA LION.

Nov. 8, F. A. Laidley sold out to Capt. Gordon Greene.

1905

Jan. 3, towboat DEFENDER exploded her boilers on Guyan Bar; 10 killed. SEA LION towing timber from Big Sandy to Ensign Manufacturing Co.

Feb. 1, Vase Suppene and his wife were on the SEA LION, which laid up at Coal Grove, O.

Feb. 5, Str. HUDSON burned at Cincinnati, O. River closed.

Feb. 12, ice sank the RELIEF at Cincinnati, broke the NEW SOUTH and 100 empty barges loose.

May 27, SEA LION left Catlettsburg with 13 strings of timber for Louisville, Ky.

Oct. 18, Pittsburgh coal fleet was passing.

Nov. 30, SEA LION and D. T. LANE working at Hanging Rock pipe line.

Dec. 8, LIZZIE BAY sank at Ludlon, Ky.

1906

Jan. 1, fine day.

Feb. 15, SEA LION raised ASHLAND wharfboat.

April 2, river 50 feet 4 inches.

April 17, CROWN HILL made her first trip.

May 10, frost.

June 21, E. V. Mace, river engineer, died.

July 16, Louis G. Shute was on the SEA LION. Laid up at Ashland.

Aug. 16, Greenland broke shaft. SEA LION towed her to Cincinnati.

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1907

March 27, Ellis C. Mace bought the ferryboat PIONEER CITY, of Capt. Mart Noll.

April 2, 25 degrees above zero. Oil fire at Parkersburg.

April 10, snow, high wind.

April 17, Str. DELTA destroyed by fire.

May 18, CENTRAL CITY arrived at Bank Landing.

May 5, white frost.

May 21, Str. CHEVEILER of the Bay Line destroyed by fire at Huntington.

May 28, frost.

May 29, ice.

June 10, one of the hardest hail storms ever in the Ohio Valley at 6:00 P.M. Hail large as eggs.

July 18, TENNESSEE sank at St. Louis.

Aug. 19, CENTRAL CITY went to Proctorville with excursion.

Aug. 28, river rising for the seventh time this month.

Aug. 29, HENRY M. STANLEY sank at Gallipolis.

Sept. 3, STANLEY raised and destroyed by fire.

Oct. 4, CATHRINE DAVIS lost her wheel and sank four barges of coal.

1908

Feb. 17, ferryboat landed at Buffalo Road. Thomas Shirkey was first to get off boat at new landing.

March 1, Str. GREYHOUND hit rocks at Central City. Knocked hole in hull, but did not sink.

March 14, towboat BOAZ sank 12 coal boats on Ironton Bridge pier.

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1908

April 20, Str. ORIOLE was running in the Huntington-Gallipolis trade.

May 2, Capt. William Kirker died.

May 7, ISLAND QUEEN took excursion out of Huntington.

July 27, Str. NEVA destroyed by fire at Buffalo.

Aug. 18, towboat J. T. HATFIELD sank at Chesdhire, O.

1909

Jan. 9, SAMUEL CLARKE passed down with coal.

Jan. 30, blizzard raging.

April 18, SEA LION was delivering timber tow at Louisville, Ky.

July 22, while pulling 12 strings timber downstream, the SEA LION struck U. S. dredge boat at Bonanza Bar, causing some excitement.

May 26, Mrs. Ellis C. Mace was on board SEA LION.

July 8, log run out of Guyandotte River.

Oct. 7, ANN BAILEY made her first trip.

Dec. 8, BOB BALLARD sank.

Dec. 10, working at Dam 26.

Dec. 15, SEA LION left Dam 26 with dredge boat EVANSVILLE for little Kanawha River.

Dec. 20, river froze over at Murryville, W. Va.

1910

Jan. 2, ice broke up. River rising fast.

Jan. 15, at Point Pleasant harbor were: FALLIE, SAM CLARKE, TACOMA, GREENWOOD, CHAMPION, IRONTON, SEA LION, C. C. BOWYER, SCOTIA, KEYSTONE STATE, VALIANT, WALTER NEEDAM, and RAIN.

March 6, Str. VIRGINIA caught out in cornfield at Willowgrove, W. Va.

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1910

March 14, R. L. AUBRY exploded her boilers at Louisville, Ky.

March 26, Capt. George W. Beans died.

March 31, March ended one of the finest months ever known. Fine weather, no wind.

June 17, VAL P. COLLINS sank three barges of Coal.

Aug. 2, GERALDINE destroyed by fire.

Oct. 2, Str. SEA LION and dredge boat VIRGINIA were working at Salt River.

1911

Jan. 4, Str. TELL. City knocked her smoke pipes down on cable at Dam 26, Ohio River.

July 1, Str. SEA LION with dredge boat NORTHERN NO. 1 was working on Guyandotte Bar.

Oct. 22, Green Line wharfboat was placed at foot of Sycamore St., Cincinnati, O. It was built by Eureka Dock Co., Point Pleasant, W. Va.

Nov. 4, Str. NEW ORLEANS passed down, replica of the first boat built on the Ohio.

Nov. 11, Str. GREENLAND broke shaft at Portsmouth, O.

Dec. 3, towboat DIAMOND exploded her boilers; 6 killed.

1912

Jan. 6, 8 degrees below zero.

Jan. 13, 22 degrees below zero.

Feb. 28, H. K. BEDFORD was sunk by ice at Waverly.

March 3, Capt. Sandy Suiter died.

April 3, 500 logs run out of Big Sandy.

April 14, TITANIC sank; 1500 lives lost.

July 9, three men killed at Dam No. 14, Ohio River.

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1912

Aug. 1, Str. SEA LION saved the KANAWHA from sinking at New Martinsville.

Aug. 7, Dam No. 26 gave away.

Aug. 11, STEEL CITY sank at Vansburg.

1913

Jan. 1, fine warm day.

Jan. 15, river was 62 feet 2 inches at Cincinnati. At Huntington it was 55 feet 4 inches.

Jan. 17, new CITY OF PARKERSBURG arrived at Pittsburgh.

Jan. 23, 60 degrees.

Feb. 1, Str. COURIER knocked out head.

Feb. 4, CITY OF PARKERSBURG sank on Beaver Dam.

Feb. 12, transfer barge at Ashland turned over.

March 27, after one of the hardest rains that ever fell the Ohio rose 12 feet in as many hours and still rising one foot an hour.

March 30, the worst flood known was on above Portsmouth to Marietta, O.

March 31, river was 64 feet 4 inches--18 1/2 inches higher at Huntington than the 1884 flood.

April 27, Lee Andrews was engineer on the SEA LION.

June 9, 37 degrees--coldest on record for June 9. Frost in places.

Nov. 12, barge water at Pittsburgh.

Nov. 17, Capt. Ralf Gracions bought the ECLIPSE.

Nov. 18, CARRIE BROWN destroyed by fire at Gallipolis.

1914

Jan. 1, Str. SEA LION and dredge NORTHERN working at Alicia for Browns.

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1914

Jan. 14, river frozen over at Alicia.

Feb. 16, QUEEN CITY sank at Louisville, Ky.

Feb. 25, 4 degrees below zero.

April 23, Capt. Carlos A. Mace died at Tampa, Fla.

May 22, Mrs. Ellis C. Mace was visiting the boat at Lock No. 12, Ohio River.

June 11, towboat SEA LION taken out on Garderner's dry docks Point Pleasant, W. Va.

Sept. 2, towboat SALLY MARMETT collided with dredge boat NORTHERN on Manchester Bar, sank three barges.

Sept. 14, Str. GREENWOOD sank at Crown City.

Sept. 21, Henry Parsons, foreman on the SEA LION, died.

1915

Sept. 21, S. B. CRAIGHILL repairing boilers at Huntington, W.Va.

Oct. 16, CRAIGHILL broke shaft at foot of Guyandotte Bar.

Nov. 15, towboat HARRY BROWN sank at Oceole on the Mississippi.

1916

Jan. 5, high wind. Kanawha struck right post on river wall, Lock No. 19 and sank; 12 lives lost.

Feb. 2, towboat SAM BROWN exploded her boilers at Lawrence City, O.; 10 lives lost. Str. LORENA destroyed by fire at Point Pleasant. Str. OHIO destroyed by fire at Parkersburg, W. Va.

Feb. 6, Capt. George Bay died.

Feb. 12, VAL P. COLLINS knocked out cylinder bead at Maysville.

March 7, Str. J. O. WATSON wrecked by wind.

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1916

March 11, dredge CAL. M. B. ADAMS was taken out on Point Pleasant dry docks.

March 31, river reached 48 feet.

April 16, HOMER SMITH was on her way to New Orleans.

May 1, Str. INDIANA burned at Cincinnati.

July 11, Capt. Charlie Thomas was in Ravenswood.

Aug. 8, Str. MARGUREETE sank at Dam No. 24, Ohio River.

Aug. 9, Str. CITY OF LOUISVILLE broke shaft.

Sept. 25, Str. DUNBAR sank at Moscow.

Oct. 13, towboat OSCAR BARRETT destroyed by fire at Cain. It was E. R. Andrews'.

Dec. 30, towboat SEA LION took flat on head and passed up over the Dam No. 22 after the CRAIGHILL had failed.

1917

Jan. 13, Str. GREYHOUND sank and was raised on the fourteenth.

Jan. 25, Capt. Ellis C. Mace had his pilot license extended from Pomeroy to Parkersburg.

Feb. 4, terrible wind and snow storm.

Feb. 15, dredge boat, VIRGINIA sank at Dam No. 24.

Feb. 21, SEA LION was towing the car transfer for the A. C. & I. Railroad.

March 10, Capt. George W. Gardner died at Point Pleasant, W.Va.

March 15, river 50 feet at Huntington.

March 20, Capt. Mose Picklehimer died.

March 24, towboat PLYMOUTH sank. One life lost.

March 25, big log run in Sandy River.

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1917

April 6, war declared against Germany. Capt. Gotlib Hartwid died.

April 10, Capt. Bennie Pattison had charge of ASHLAND wharfboat.

April 16, Capt. Ellis C. Mace sold the towboat SEA LION to Capt. Taner.

May 22, terrible hail storm.

June 22, ferryboat and franchise at Proctorville sold to Homer Holt.

June 23, Capt. Paul Thomas bought one-half interest in 26th Street ferry.

Sept. 2, Capt. Ellis C. Mace did his first work on the 26th Street ferry.

Sept. 11, Capt. Hod Knowls died.

Dec. 4, Capt. William Bay died.

Dec. 9, ferryboat ARION blown across the river by wind.

Dec. 31, ended the average coldest year on record.

1918

Jan. 1, 8 degrees below zero.

Jan. 20, 20 degrees below zero.

Jan. 29, Enterprise drydocks and Str. HELEN F. passed down in the ice.

Jan. 30, LUCY COLES sank at Ashland, Ky. PRINCESS sank at Kentucky River.

The following is a list of the most important boats and property wrecked in the Cincinnati harbor during the five-hour movement of the ice gorge on Jan. 30: CITY OF CINCINNATI, passenger boat, sank, $80,000; CITY OF LOUISVILLE, passenger boat, sank, $80,000; CHARLES BROWN, towboat, sank, $60,000; Queen City coal fleet, Coal Haven, $29,000; Campbell's Creek Ludlow Fleet, carried away, $20,000; LOUCINDA,

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1918

passenger boat, sank, $15,000; REBA REEVES, towboat, sank, $15,000; two Government houseboats, sank, $14,000; BOONE NO. 1, ferryboat, crushed, $8,000; LITTLE BOONE, ferryboat, crushed, $3,000; NIGHT OWN, ferryboat, crushed, $2,000; Ohio River Launch Club, carried away, $5,000; HATTIE BROWN, crushed, $1,000. In addition to the foregoing there were several coal diggers, valued at $8,000 each; empty barges, worth about $1,000 each; about 50 small launches, shantyboats, etc., carried away with the ice, most of which, it is feared, will be wrecked beyond salvage. The largest fleet torn loose from moorings comprised 50 empty barges of the Island Creek Coal Company, at Secitan. More than half were crushed and the rest are expected to be swept away by a new break of the gorge.

March 7, CITY OF PARKERSBURG sank at Ironton, O.

March 16, river 43.3 feet at Huntington.

April 25, the Coney Island boat ISLAND QUEEN was at Huntington.

May 3, QUEEN CITY passed down.

Nov. 11, World War came to an end.

1919

Jan. 1, rained all day.

Jan. 4, river 48 feet 6 inches.

Jan. 11, first ice in river.

1920

Jan. 1, snow.

Feb. 10, we all had the flue.

Feb. 16, thermometer zero.

April was a very windy month. It blew every day. Rained nearly every day, and frost several

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1920

times. River crossed the road below Proctorville seven times since Jan. 1.

1921

Jan. 1, thunder showers, high wind. The WATERWAYS JOURNAL was purchased from Wm. Arste by Donald T. Wright.

Feb. 27, Capt. William Lepper was in Huntington on business for the Insurance Company.

Feb. 28, Capt. Paul Thomas started building a new ferryboat at the foot of 26th Street.

July 28, new ferryboat raised steam.

Aug. 1, trial trip for the new boat. O.K.

Nov. 18, Str. CHILO sank at Dam NO. 35, Ohio River.

Dec. 1, river 56 feet 6 inches.

Dec. 26, river 48 feet 2 inches.

1922

Jan. 1, ground covered with snow.

Jan. 24, CHARLES P. RICHARDSON passed down.

March 16, towboat HELPER turned over. Capt. Ed. Burnsides drowned.

April 27, roof of ISLAND QUEEN gave way. Three people hurt.

July 10, H. S. JAMES RUMSEY arrived at Huntington with fixtures from U. S. Eng. office at Wheeling, moving to Huntington.

Nov. 3, steamers ISLAND QUEEN, TACOMA, MORNING STAR, GREENLAND and Coney Island wharfboat destroyed by fire.

Dec. 31, warm rain.

1923

Jan. 29, two new boats built at Wards for U. S. Coast Patrol. Passed down in tow of transport.

March 13, Ed. Smith sold his ferrylooat stock.

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1923

May 10, white frost.

Aug. 2, Fred Winters, river engineer, died.

Aug. 23, towboat BEN FRANKLIN passed down towing the hull of the new CINCINNATI.

Sept. 29, 26th Street ferry carried 701 rigs.

1924

March 30, new CINCINNATI was at Huntington.

May 16, river 47 feet.

Oct. 9, Cleveland and Philadelphia Coal Company started loading coal at 26th Street.

1925

Jan. 1, light rain freezing as it fell.

Jan. 28, 6 degrees below zero.

April 30, Mrs. Paul Thomas was buried at Rome Cemetery.

July 11, Str. KATE ADAMS passed up for Pittsburgh.

Nov. 17, Str. GREENWOOD sank at Cincinnati.

Nov. 19, Island Creek's new towboat SAN P. SUIT arrived at Huntington.

Dec. 22, J. H. DONALD destroyed by fire at Ripley, O.

1926

Jan. 1, fine day.

Jan. 17, Green Line took charge of wharf at Huntington. W.Va.

March 1, Otto Marmett was towing for the Cleveland Philadelphia Coal Company.

April 10, Mrs. Ellis C. Mace died.

Sept. 25, Capt. George Williamson died.

Oct. 16, James Holloway died.

Nov. 19, towboat INGERSOLL knocked out cylinder head.

Jan. 8, Str. KATE ADAMS destroyed by fire at Memphis, Tenn.

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1927

Jan. 20, Capt. Gordon Greene died at his home in Cincinnati.

Jan. 25, river 52 feet 7 inches.

March 25, high wind laid the ferries up and sank the float on Ohio side at 26th Street.

1928

Jan. 15, one of the exempt ferries ran into the towboat CITY OF PITTSBURGH. Several lives lost.

Jan. 23, Capt. Ben Flesher died.

March 2, SENATOR CORDELL cursted throttle valve and killed the two engineers and one boiler maker.

March 18, record snow for March.

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SOME FAST RUNS

NEW ORLEANS TO NATCHEZ--300 MILES

Days Hours Min.

1814 Orleans 6 6 40

1814 Comet 5 10 0

1815 Enterprise 4 11 20

1817 Washington 4

1819 Paragon 3 8

1838 Natchez 1 17

1844 Sultana 19 45

1853 H. L. Shotwell 19 49

1949 1870 Natchez 17 17

NEW ORLEANS TO CAIRO--1024 MILES

1844 J. M. White 3 6 44

1853 A. L. Shotwell 3 3 40

1870 R. E. Lee 3 1

1870 Natchez 3 4 34

NEW ORLEANS TO LOUISVILLE--1440 MILES

1815 Enterprise 25 2 40

1817 Washington 25

1837 Sultana 6 15

1849 Bostona 5 8

1853 Eclipse 4 9 30

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NEW ORLEANS TO ST. LOUIS--1218 MILES

Days Hours Min.

1844 J. M. White 3 23 9

1870 R. E. Lee 3 18 14

1870 Natchez 3 21 57

LOUISVILLE TO CINCINNATI--141 MILES

1819 General Pike 1 16

1837 Moselle 12

1846 Benjamin Franklin 11 45

1852 Pittsburgh 10 23

1853 Telegraph No. 3 9 52

1896 City of Louisville 9 40

CINCINNATI TO PITTSBURGH--490 MILES

1842 Telegraph 1 11

1851 Buckeye State 1 16

1852 Pittsburgh 1 15

Str. HAWKEYE STATE in 1868 ran from St. Louis to St. Paul, 800 miles, in two days and twenty hours. This time was never beaten.

Other fast boats in the Pittsburg trade were the SCOTIA and the QUEEN CITY.

The WARREN ELSEY, of the Vesta Line, towing for the Jones & Laughlin Steel Corporation, in a running time of 24 hours, averaged 105 miles with seven lockings, while the SAILOR of the same line averaged 123 1/2 miles during the same period with eight lockings. Captain Phil C. Elsey, master of transportation, was especially pleased with the performance of the VULCAN,

*220

which received a battery of four boilers instead of the former three.

The towboats of the Carnegie Steel Company Line were making fast trips between Pittsburgh and New Orleans, a distance of 1,940 miles, The CITY OF PITTSBURGH, on her way to New Orleans with a tow of steel products, had been averaging 115 miles per day downstream, while the MONONGAHELA averaged 100 miles per day on the round trip. The latter steamer arrived in Pittsburgh, March 8, with a cargo of 1,000 tons of fluor spar and a tow of empties. This feat was considered exceptional in traffic circles, since the round trip was made in a total of 40 days and 16 hours with a downstream tonnage of 13,000, while on the return trip 1,000 tons was pushed upstream.

Commodore A. O. Ackard, superintendent of river transportation, was greatly pleased with the performance of the boats and especially with the action of government employees at the various locks on the Ohio River. The MONONGAHELA, on her up trip, had an open river to Lock 24, from which point the boat and tow were locked through until she reached Pittsburgh.

The CITY OF PITTSBURGH, which passed Natchez, March 8, en route to New Orleans, had an exceptionally large and heavy tow, there being 18 Pieces including fuel barges and 12,724 tons of steel product, the barges drawing 8 1/2 feet. Captains Fred Erwin and Lou Bradford were the Louisville pilots while Captains John A. Hottell and C. R. Nadal stood watch at the wheel below Louisville.

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ALLEGHENY RAFT PILOT

BY CHARLES CHASE

I am the last old lumber raft pilot of the Allegheny and Ohio rivers now living of whom I have any knowledge. Twelve or fifteen years ago there were many of my old comrades to be met with occasionally, but not one is left that I know of. I am now in my ninety-fifth year and still able to "paddle my own canoe" and I have very little use for a cane.

I commenced my career as a raftsman, as we were called, in the spring of 1849, and followed the business in its various branches as raftsman, pilot, contractor, sometimes dealer, until the end of the season for operating in 1891. I made two and occasionally three trips each during that time, from Warren County, Pennsylvania, to Louisville, Kentucky, with the exception of three trips that terminated at Cincinnati.

I began to pilot rafts down the Ohio in 1860, and followed that until 1872, when I made a contract with Lewis F. Watson, one of the most extensive manufacturers of pine sawed lumber in Warren County, to take his entire output of lumber piled on the bank of the Allegheny River, and raft it and deliver it at Louisville, Kentucky, by way of the Allegheny and Ohio rivers. There were no dams across the river below where

*222

this lumber was piled, so I could build longer and deeper rafts than others not so favored.

I rafted in pieces ninety feet long and seventeen feet wide, thirty courses board measure deep. Twelve of these pieces made an Allegheny raft three strings wide; four of these pieces in each string. Three Allegheny rafts were coupled into an Ohio River raft at Pittsburgh measuring 540 feet in length and 102 feet in width. The Allegheny rafts contained about 420,000 feet board measure, an Ohio raft over 1,200,000 feet. I superintended the rafting into the river and piloting of a good many of these large rafts from Warren County, Pennsylvania, to Louisville, Kentucky, with remarkably good luck, and never had bad luck enough worth mentioning.

You said something about the collision between the steamboats, UNITED STATES and AMERICA. I was a passenger on the UNITED STATES on her last trip to Cincinnati. I reached Louisville very late that year with my last raft of the season. I finished taking out the lumber the day before she left Louisville on her last trip. On her return the terrible catastrophe occurred. Lucky that I was not a day later. Reading some of the interesting articles concerning our waterways in the WATERWAYS JOURNAL takes me back to many years of participation in events and activities on two of our important waterways.

*223

CAPTAIN ROBERT OWENS AND THE SANDY RIVER

Captain Owens is one of the old-time Big Sandy River pilots. He cast his lot on the river in 1878 on the Batwing packet FAVORITE, owned by Captain Marian Spurlock. Captain Owens then was cabin boy. Batwing boats on the Big Sandy in 1878 were steamers: FAVORITE, JERRY OSBORN, SANDY FASHION and FLEETWING; sternwheel FANNIE FREESE, and TOM HACKING, double decked side-wheel.

The SANDY FASHION blew up in the mouth of Sandy in 1879, and killed two people. One of the engineers was said to have been asleep under the boiler and never got a scratch.

I was at this time working for the Burlington (Ohio) Pottery. John Dillon would give us boys seventy-five cents to take a skiff load of jugs down to Catlettsburg, and ship on one of these boats. That day we had just delivered a consignment to the SANDY FASHION and we left for home at the same time she left for Pikeville. We were about half a mile above the point when she exploded her boiler. Joe Newberg and Alfonzo Osborn were killed. Osborn was pilot.

Robert Price owned the L. T. MOORE. I believe Montgates was also one of the owners of

*224

this boat. She was cut down by ice at Louisa in 1881.

A packet company formed at Paintsville built the FRANK PRESTON. She was operated by Captain Green Meeks. This company bought the INGOMAR, a small stern wheel boat. Captain John Hopkins and Marcum built the ANDY HATCHER, stern wheel boat, and VIRGIE RATCLIFF BATWING, and ran opposition to the FRANK PRESTON. They then built the LIGHTWOOD, afterwards called INDEPENDENT.

Captain Rush Williamson bought the SENOMA, a small stern wheel boat, and ran her in the Tug River trade. Later Captain Meeks built the SIP BAY, the ALKA, and later the JOSIE HOSKINS, a stern wheel boat of ninety tons.

The Yost brothers bought the J. C. HOPKINS, a boat built by Captain Reek and Bill Vaughn. Later the HOPKINS was rebuilt and called the MAXIE YOST. They also bought the BIRGIE RATCLIFF and chartered the ARGAND, which they ran for two seasons. The FLEETWING and FANNIE FREEZE were two small stern wheel boats owned by Captain Frank Freeze.

These old pilots and engineers have all passed over the Great Divide, except Captain Robert Owens, pilot, now mayor of Catlettsburg, Kentucky, Captain John Welch, John Wilson, and John Davis. These men were pilots on a river where your nerve was tried on run outs with Sandy River running at a rapid rate, full of saw logs and staves.

I have seen these boats coming down the river like they were shot out of a cannon, turning these short bends, missing great limbs hanging Over the stream from huge trees, and finally shooting out of the Big Sandy into the Ohio so

*225

fast that often they would be nearly a mile below the wharf boat before they could be stopped. They carried full capacity loads of sorghum, chickens and eggs. These days were times of great prosperity around the mouth of Sandy.

Besides these packets there were towboats like the KATHERINE DAVIS, SEA LION, CROWN HILL, J. C. COLE, ENQUIRE, LENA LEOTO, KATTIE Mc., MOUNTAIN STATE, BUCKEYE BOY, and a dozen other small crafts pulling timber, and pushing great tows to Cincinnati, Madison and Louisville. These were the days when Catlettsburg boomed. It was a common sight to see Captain William Similey, Captain Robert Owens, Captain Carl Mace, Captain Jim Rose, Captain John McGuire, Captain Sandy Suitor, Captain John Davis, Captain Wash Davis, Jim Kenedy, Sam Nigh, and Bill Richie on the streets of Catlettsburg looking after timber towns.

Captain Bill Smiley owned the towboat ENQUIRE. Captain Carl Mace and Mont Gebel owned the M. B. GEBEL that turned over at the mouth of Sandy. The engineer and cook were drowned.

One packet boat that was built at Catlettsburg must not be forgotten, the JOE NEWMAN. The SANDY VALLEY, one of the fast Batwing boats, was sold to the Bay Brothers and used for dead low water on the Ohio. Riches have crowned the Sandy Valley.

Great cities have sprung up on the Tug and Levisa forks. The railroad runs on both sides, and the great activity that these old-time steamboats caused has all disappeared. Outside of certain sections, all is quiet. Railroads do not create the general excitement and hustle among the people that the steamboat did, on account

*226

count of the short season that the packets could run. The railroad crowded them entirely out, and now many of the younger set have never seen a steamboat on the Big Sandy.

*227

MARDI GRAS TRIP ON THE ROBERT E. LEE BY JOHN G. GIBBS

This is the story of a Mardi Gras trip I made on the ROBERT E. LEE in 1879. We left Vicksburg with the usual amount of freight and a number of passengers and continued picking them up at every landing until I was told that we had on board six hundred passengers. I always felt there were many more than that, because I did not get a chance to sleep in my bunk all the way down the river. A passenger would always beat me to it, and in those days I had a "heart" and would not throw him overboard.

We reached New Orleans all right and had a good time by laying over twenty-four hours behind our usual leaving time, knowing we could make up the lost time.

Everything went well until we were nearing Vicksburg. It had been raining all day and the decks were slippery with mud. The mate, Moses Gibbs--no relation of mine--had a hose out on both sides and was having the decks washed before we reached port. All of a sudden, a tremendous crash took place and a vapor of escaping steam threw the passengers and crew into a state of pandemonium.

One of the forty inch by ten feet engines had "run through," tearing off the front end of the cylinder. The cylinder head struck the beam

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under five of the nine boilers and almost knocked it completely from under them; in its flight, the piston spider cut and closed the doctor pump exhaust pipe, cut the water hose in two and crippled several negro roustabouts who were sleeping under the boilers.

We had a hundred and ninety pounds of steam, with the throttle wide open and the firemen were keeping the furnaces filled. You can imagine the confusion when the doctor pump stopped and those nine safety valves raised up and the two short pieces of hose began slinging water over the hot boilers.

The disabled engine continued to roll over from momentum of the wheel and no one was able to get near it to close the throttle. The boat listed way over, for the other wheel was running to keep her under control. There was a fog of smoke and steam a mile high, and each time the disabled engine would run her valve on the broken end of the cylinder it would make such a piercing noise that it would chill the blood in the bravest.

It was a hard job to keep many of our people from jumping overboard. It was some time before the fires could be hauled and steam cooled down in order that the twelve inch throttle valve could be closed.

They then began picking up the wounded and dead roustabouts. I was told there were two killed and four wounded.

That ended the busy season for the LEE. She laid up and had a new cylinder cast in a foundry in New Orleans. That same engine had worn out the LEE, that ran the race with the NATCHEZ, but there was a considerable difference in the boiler

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power of the old boat and the new. The old or first LEE had eight boilers and the second or new boat, had nine boilers.

Neither the NATCHEZ nor the LEE had sufficient boiler power for their engines, and it may have been a blessing to both boats on the famous race and the balance of their careers, because in those days they hung great bars on the safety valves after leaving port and took them off in or nearing port.

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COLONEL "BOB" CARR

One bright sunshiny morning, about fifty years ago, a young man whose home was, and still is, in Charleston, presented himself at the Third National Bank in Cincinnati and asked to see the president of the institution. He was ushered into the president's room and there he presented his case. He told the president that all of his property, tied up in contracts for boats at construction plants along the Ohio River, had been swept away in the flood of a few days before and now all he had left was represented by paper in the banks.

"All the other banks where I have been doing business have consented to carry me over until I regain some of my losses," the young man told the financier. "But your bank holds the larger part of my paper and unless you can carry me, I am lost. What can you do?"

The banker shook his head and told the young man that his notes must be settled on time.

As said at the beginning, this incident happened nearly fifty years ago. The chief figure in it is still very much a part of Charleston. Let him finish the story.

"I recall it very vividly. When I walked out Of the bank I was the saddest man you ever saw. I felt and looked as if the whole world had

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turned black. As I walked on up the street, looking down at the cheerless pavement, somebody behind me tapped me on the shoulder. I looked around and there was Senator Camden of West Virginia, a good friend of mine.

"'What's the matter with you, young man? Why are you looking down? I never saw you look anywhere but up before!' the Senator said to me.

"'Why,' I said, 'my financial life is tottering, Senator.'

"Then he asked me to tell him all about my trouble, which I did.

"When I got through he asked me to go with him to meet some friends. So we went to a large mansion and there I met a number of prominent business men, some of them high up with the Standard Oil Company. When they heard about my troubles one of them told me he could fix me up. He gave me a letter and told me to take it back to the bank.

"It was nearly three o'clock and the bank closed at that hour. So I rushed down and got there just after the big, heavy doors had swung shut. But I pounded on them and I kept it up until somebody answered. After about five minutes--it seemed like an hour--the door opened and a man said to me:

"'This bank is closed.'

"'I Know that,' I said, 'but I've got to see the president.!

"I argued some more and finally they let me in. I walked right up to the president and handed him the letter the gentleman had given to me.

"After the president read the letter, he looked at me and said very sternly:

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"Young man, you have gone over my head!'

"At that moment, the world which had taken on a brighter aspect, again turned black. I looked at the president and without hesitating a moment I said to him:

"'My financial life is at stake, but I did not intend to go over your head. I do not know what is in that letter and I didn't ask that it be written, but if there is anything in there that belittles you, just tear it up and I will walk right out of this bank without expecting or asking a thing from you.'

"The stern old gentleman's expression changed immediately. He reached out and put a hand on each of my shoulders and said to me:

"'Young man, I want to get a good look at you, you must be made of real stuff to talk like that--you can have bank.'

anything you want in this

"So my financial life was saved."

This story was told by Colonel Robert S. Carr, better known to thousands of his fellow-citizens as "Uncle Bob." He was the chief figure in the story. The incident occurred a few years after he entered the steamboat business here.

Colonel Carr related the story during an interview, when many questions were asked regarding himself. It is retold to illustrate one remark Colonel Carr made during the course of the interview. It was as follows:

"I haven't an enemy in the world that I know of. I have tried to live well and enjoy life, but I never knowingly took advantage of another person. I have tried to live and act justly."

The pending sale of the old home-place of Colonel Carr on the South Hills, makes a story

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reviewing his life timely, and an interview with him was sought with this idea in mind.

One of the first questions asked Colonel Carr was, "When did you come to Charleston?"

"Oh," he said, "I was just a boy--hardly big enough to know my way about but I soon got a job and everything went well with me. I have had a great time and I am still having a great time--the sun still shines over these beautiful hills for me."

Colonel Carr gives the impression of one who has enjoyed living. His life has been filled with activities of many kinds. He was a river man, he was a land developer, he was in politics--once president of the West Virginia Senate, a member of the state board of normal school regents for fifteen years and several times a member of the city council and at another time president of the Kanawha County court.

Colonel Carr was born in Cambridge, Guernsey County, Ohio, seventy-eight years ago. After living there several years his parents moved to Point Pleasant and there he remained until nearly twenty years old. Then he came to Charleston alone and to make his own way in the world.

"When I arrived in Charleston," he said, "there were only two streets--Front and Back--and only two or three thousand people. This was about fifty-eight years ago.

"The first thing I did was to look for a job--for I didn't have a penny in my pocket," Colonel Carr went on.

"I saw the romantic old steam packet ANNIE LAURIE tied up at her landing here and I applied for a job on her. Billy and Bennette Preston,

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brothers, whose father owned the boat, were on board and I went to them. When I told them what I wanted one of them looked straight at me and said:

"'Bud, you're not big enough'--I was a little shaver for my age--'you couldn't carry a box of cigars off this boat.'

"'Try me,' I said, and when they saw I was in earnest they decided to try me after first obtaining my word that my father would consent. So I went to work at the job of seeing that freight was put off at the proper landings.

"That was the beginning of my steamboat experience," said the colonel. "I started without a cent and when I quit the river a few years ago I was at the head of the Ella Layman Towboat Company which owned six of the largest boats on the river and 120 coal barges." Colonel Carr then told a number of stories about life on the Kanawha and Ohio rivers. He was familiar with every turn in the streams between here and Cincinnati.

But Colonel Carr did not confine himself entirely to steamboating. He had been here only a few years when he began to take an active part in civic affairs. He was elected to the city council and served in that body for a number of years.

"I'll tell you a good one that happened while I was in the council," said the colonel, laughing as heartily as if he was going to tell what had just happened.

"One day I was sitting, in my office and a young lawyer came in and said he had brought a bill, adding that he would collect it from me. The bill was from a fellow whom I didn't particularly

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like, but I was going to pay it. I was just waiting for the man to come to collect it himself so I could like him first, but he had sent this young lawyer. He was an energetic, persistent young fellow, so I thought I'd tease him awhile--I had never seen or heard of him before. So I asked him what his name was.

"'MacCorkle,' he said. 'Just come over from Virginia to practice law.'

"Yes," went on Colonel Carr, "it was William A. MacCorkle, afterward governor and now well known to his fellow-citizens here. I don't say it to be bragging, but it was here that he got his first start, in my office.

"'Well,' I said to young MacCorkle, 'you tell that fellow to come around here and I'll pay him--I won't pay you.'

"'All right,' said the young attorney, 'set a time and I'll see that my client comes to your office.'

"So," the colonel went on, "thinking to have some fun, I set a date and time about twenty years off and the young lawyer stalked out of my office saying what he was going to do to me.

"I never enjoyed anything so much in my life as I did that little incident, and that young lawyer caught my eye.

"I was a member of the council at that time and it so happened that the council was to elect a new city attorney that very night. When the council met and nominations for a new city at torney were in order it suddenly occurred to me to nominate that young lawyer. So I rose in my seat and said:

"'I nominate William A. MacCorkle for the office of city attorney!'"

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"The council was thunderstruck as the nominee had already been cut and dried. However, in a glowing speech of tribute to the fine capabilities of young MacCorkle, I persisted. They all wanted to know, 'Who in the h--l is MacCorkle?' and I persisted and persisted.

"Don't you know," said Colonel Carr, laughing and pounding his knees with his hands, "they accepted my nominee and elected him then and there. But the funny part is yet to come. Young MacCorkle knew nothing of what was going on, and when I went around the next morning to tell him that he had been elected city attorney he was even more thunderstruck than the councilimen were when I proposed his name.

"Yet when he learned of his election he took it almost as a matter of course and with great dignity thanked me. We then and there formed a friendship that has lasted ever since."

Colonel Carr said that he at one time owned all of the land on the south side of the Kanawha River from Ferguson's Hollow to Ferry Branch and running back as far as Pine Grove schoolhouse.

"I bought it when I didn't have a dollar in the world to spare," said the colonel. "The first thing I did was to get an option on it and then I organized the South Charleston Improvement Company. We put the land on the market and it sold like hot cakes.

"I said," continued the colonel, "that I didn't have a dollar when I bought it, but I had some money when I sold it. My name is on all of the original deeds for the south side property. Today only two of the stockholders in that old company are living."

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Here Colonel Carr told another story about Governor MacCorkle.

"I sold Governor MacCorkle the land on which his home is built because I wanted him over there as a neighbor--my property adjoins his. When I closed the deal we entered into a verbal agreement that if the families ever fell out about anything we would build a high fence between our lots so the women folks couldn't quarrel!" Colonel Carr said this jokingly and then added: "But there never has been any falling out--only the sweetest neighborly relations anyone could have.

"Now let me tell you about Jasper, Governor MacCorkle's old houn' dog," the colonel continued. "Some years ago, I built a pond in my yard and sent to the botanical gardens at Washington for some water lilies to place in it. The lilies arrived and I set them out. They were the most beautiful things imaginable. One day old Jasper came over onto my land and stuck his nose down into the pond to get a drink. When he did so, he fell in and couldn't get out. In trying to get out he scratched and swam all around and, in doing so, he tore the lilies all to pieces.

"By the next day Governor MacCorkle had found it out and he came over to see me.

"'Bob,' he said, 'that's a shame. I'm going homr and get my shotgun and kill that old hound!'

"'Wait a minute, governor,' I said, 'don't do anything of the kind. You know as well as I do that that old hound won't know what you are shooting him for--just let him alone because he didn't know any better. As for the lilies, they

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were beautiful, but what's done can't be helped and we won't worry any more about it!'

"'Well, Bob, if you feel that way I won't kill Jasper,' MacCorkle said.

"So Jasper's life was spared."

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THANKSGIVING DAY ON OLD-TIME BOATS

What a wonderful difference in spending Thanksgiving on the river today and fifty years ago. What a great change has come in the traffic, the system of handling passengers and the service.

Half a century ago Thanksgiving Day was an enjoyable event on any big steamboat plying the Mississippi River. The meals served to passengers and crews were the finest money could buy. Besides turkey, there were all sorts of side dishes, a dozen different kinds of wine, mixed drinks sent to the tables from the steamer's own bars and the finest cigars.

Society traveled by river fifty years ago. If there was a trip to make the head of the family usually waited his time so they would spend a whole or part of a day on some great steamer. They did this to get the one big meal--dinner and it was always served at the noon hour, often lasting until three o'clock.

In those times the captains of steamboats occupied the head of the ladies' table. He was always splendidly dressed for the occasion, and if he was a good story-teller he kept his listeners laughing and wondering at the tales of the river.

This was true of Thanksgiving. If there was

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a minister on board, he held morning services in the cabin. If there was no minister, then some passenger was called upon to bless the passengers and crew at the dinner hour.

A great many of the finest boats on the Mississippi used to have negro stewards. There was competition among those negroes as to who could serve the finest meals and, as the captain spared no expense, they had anything the markets afforded.

Mose Gardner, steward on the RUTH, is said to have been the finest on the river. The meals served on that famous old packet had a reputation from one end of the Mississippi to the other. But Mose fell down on one Thanksgiving trip of the RUTH. Several relatives of the captain were on board, and Mose was told to prepare the finest meal he knew.

A dozen turkeys were purchased and placed in the coop on the hurricane deck. When Mose went after them Thanksgiving eve he found the coop door open and every turkey gone. Making his way rapidly to the captain's room in the texas, Mose began:

"Cap'n," he said, mopping his face with a handkerchief, "we is sho' done fo' dinnah."

"What's the trouble, Mose?"

"De chicken coop doah am open an' de turkeys all have flewed away."

Instead of raving, the captain laughed. Reaching after a gun he kept hanging over the door of his stateroom, he told Mose to follow him.

The RUTH was landed and the captain, with one or two members of the crew, took a short trip through the woods along the shore a few miles

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below Napoleon, Arkansas, and returned with a dozen wild turkeys. Mose prepared them and the dinner was thoroughly enjoyed.

Little attention is paid to Thanksgiving, dinners now on river steamers. Practically no travel on them has resulted in the old established custom being abandoned, and instead of turkey the crew is served white beans, maybe a chicken, but usually pork or beef.

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A ROMANCE OF THE LOWER RAPIDS

If the man who wrote that "every form of human life is romantic," spoke the truth, then the fact that a steamboat getting stuck upon Flat Rock, a dangerous and formidable obstruction upon the "lower rapids," was the progenitor of a marriage, does not remove it from the pale of natural events, even though it were woven in the loom of romantic inspiration.

The placing of the name lower rapids between quotation marks is for the purpose of indicating that there were upper rapids, a rock bottomed piece of river extending from Rock Island, at the lower end, to Le Claire at the upper. There are very few navigators left, either officers or men, who steamboated in the upper Mississippi under conditions that terminated with the completion of the Des Moines Canal, alongside of the lower rapids, which, as we scan the dim and distant past, means over one-half century, for that aqueous event created an absolute metamorphosis in navigation in the upper section of the Mississippi River.

One picturesque feature of the pilot's regime was "the board" at Montrose, the upper end of the lower rapids, which also passed into obsolescence with the completion of the canal. The board was an important vehicle of useful

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information to the pilot who, as the water commenced to approach the precarious stage, never failed to learn the depth of water, as shown by the board, this device being a well, with an intake from the river, with a float that went up or down as the water rose and fell in the river.

When the water was good, by which was meant ample water for loaded steamers to navigate between St. Louis and St. Paul, then the boats went through from one port to the other. But if the opposite was the condition such expedient methods were resorted to as were necessary in order to navigate, even to the extent of changing boats at both the lower and upper rapids.

At the time of this story there were competing lines, two of them, each operating daily service between St. Louis and St. Paul, each using magnificent side-wheel steamers.

The river had been unusually low this season and the steamers had been forced to divide the run into three parts, as before intimated. When the DUBUQUE backed out from St. Louis, followed shortly by a steamer of the competing line, she had as one of her pilots, Wash Hight, who was recognized as not only one of the most skillful of his craft, but as one whose knowledge of the rapids was such that the taking of an extra pilot for this portion of the river was never deemed as essential to success.

The DUBUQUE was as heavily loaded as the water would allow and her spacious cabin accomodations were taxed to the utmost to care for the passengers. When the lower rapids were reached the freight was transferred to a small boat, built for that purpose, and, together

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with the barges, taken to Montrose, there to be reloaded on the packet.

It was early in the forenoon when Wash Hight backed the DUBUQUE out from the Keokuk Wharf and turned her model bow upstream, feeling his way cautiously through the serpentine channel, over which the water was flowing with acceleration due to the increased declivity of the river bed. At Flat Rock the channel narrowed. In consquence, the flow of water increased in swiftness, making it difficult for even this skillful pilot to steer the boat through the turbulent crevice and she was flung onto Flat Rock with such impetus that she had to be sparred off.

Returning to the Keokuk landing, the coal was removed from the bunkers, save sufficient to carry the boat the twelve serious miles to the head of the rapids. The fenders, staging, and, in fact, every extra pound of freight, even to the shutters from the doors and windows, were removed to a barge. Every inch of draft lessened meant greater possibility of slipping over the famous boulder that was known and dreaded by every rapids' pilot.

Again an effort was made to push the boat up over the rapids. Although Wash Hight took advantage of every possible condition known to his profession, yet when the DUBUQUE came to Flat Rock she again manifested her obduracy by refusing to go over the obstruction. It was while she lay there with a spar set to shove her into deeper water that the rapids' boat and barges landed alongside and it was decided to transfer the passengers to this boat and pick them up at Montrose.

Henry Jones was the second clerk of the

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DUBUQUE and had been on her for two seasons or more. Although he was an exceptionally handsome man of thirty, it was claimed for him that he had never been known to pay any attention to women, yet he was profoundly gracious and extremely courteous in his treatment of them. It was quite natural and proper, as an officer of the boat, for him to take the traveling bags of, a middle-aged woman and her exquisitely charming companion, and carry them from one steamer to the other.

"I am afraid that I have imposed upon you, Mr. Jones," said the young lady smiling, as the gentleman trudged on with a grip in each hand and a package under one arm.

"No, indeed, Miss, I could carry these things for you forever," he responded.

The young lady did not ask him if he meant it, she merely said, with another fascinating smile, "You may have the opportunity."

Little did the second clerk of the DUBUQUE imagine that what he had said to Glada Fair in crossing over from one steamboat to another upon the lower rapids, was a proposal of marriage; or that her father was one of the largest cotton brokers in New Orleans; and that, as her husband, he would in time himself become head of the firm.

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LOW WATER TRIP DOWN THE OHIO

BY CAPTAIN JESSE P. HUGHES

It was a typical autumn day in October, 1900. Following continued dry weather, the Ohio River was at an unusually low stage, all navigation being practically suspended above Pomeroy. The light draught Str. CRICKET, which drew but sixteen inches, was unable to come above Letart. The QUEEN CITY, VIRGINIA and KEYSTONE STATE had not operated from Pittsburgh since July. The GREENWOOD had been caught on the bar at the foot of Duff and laid there dry until a small rise floated her August twentieth, and had then laid up at Parkersburg. The LORENA, H. K. BEDFORD, KANAWHA and AVALON had operated until August, after which all boat movements had been confined to lower rivers.

It was in the best days of the Monongahela River Consolidated Coal and Coke Company, and a light rise in July had enabled several of their boats, among which were the JOHN MOREN, CRUISER, ACORN, NELLIE WALTON, DAVE WOOD, FALLIE, and others, to get out of Pittsburgh with light tows. They had succeeded in getting back up with their empties and were scattered along at various points above Parkersburg, as was customary then.

On the day above mentioned a very small steamboat, towing a small houseboat, made its

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way slowly down past Wellsville, Ohio, and wended over into the shoal water, at the head of Bakers Island. Scattered over this houseboat were a number of men, some seated on boxes or camp stools on the roof. The lower deck off the bow was also filled and a number were looking out the windows. Back on the steamboat roof were a few more seated around chatting with the lone occupant of the tiny little pilot house, as he carefully made the various turns and glided along in the small channel which usually showed up fairly plainly ahead.

All members of this party were closely watching the water, the shores, the bars, and all details which went into the makeup of the river. They were all jolly and having a good time, studying and noting any change or any obstruction to navigation which might show up. They were a party of pilots and masters posting up on the river, and were classed among the most trusted employees of the Pittsburgh combine of that day. Taking a "post graduate course," combining business and pleasure, preparing for the day when real navigation should again be resumed. Once more going over the route of which they had already made a life study.

The houseboat was fitted up with humble little bunks on each side to provide sleeping quarters for this distinguished party. A cook stove and a dining table, with the necessary utensils and dishes, provided a means of eating. The boat drew about twelve inches of water.

The steamboat was of the compound engine type with cylinders near the size of oyster cans operating a stern wheel by means of sprocket

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chains. An upright boiler supplied steam, and two stacks of the diameter of a stove pipe gave the boat a real steamboat look of great dignity. The engineer fed in a few lumps of coal occasionally to the little furnace as he watched the water go up and down in the glass gauge and listened to the chatter of the sprockets.

A young man rowing a skiff around on the shoal water near Bakers Island, just ahead, was also looking carefully and measuring the water frequently with an oar. As this little steamer came in near to shore above Captain Todd's light, he drew his skiff near and pulled alongside.

"Hello Cap," said he.

"Hello, there, young fellow. What are you doing here?" responded one on board.

"Oh, I'm looking at the river just as you seem to be doing," he replied.

"This certainly is a fine time to see it, but we have certainly had a time."

"Where did you stick?"

"Oh, we had trouble in nearly every place below Davis Island Dam. We stuck hard in Wallory, and had to get out and hand spike the boats over. None of these big fat pilots wanted to go in-the water to help any. They all sat up on the roof and loaded the shantyboat down deeper than the steamboat, and we just had to make them change back and forth occasionally to lighten up."

"How long have you been coming down?"

"We left the dam yesterday morning. Why not join our party and go with us?"

"I would certainly like to, but I can't go

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right now. I might catch you below here tomor row."

"All right. We will lay up somewhere down here tonight."

And so it was arranged. And after towing some distance below Yellow Creek, the writer cast off, separated from his friends, and arranged to meet them later.

The next morning was foggy. I caught the early train and was waiting on the Steubenville Wharf when the little steamer came in at seven-thirty. After a careful look at the gauge, which showed eleven inches, the party proceeded.

This steamer was the HARBOR TWENTY-FIVE, Captain Scott Dawson in command. The party were association men and included the following: Captains Fred Dippold, Holmes Harger, Sr., Charles Boles, John Robinson, Claude Robinson, Jim Wood, Frank Gilmore, Tom Dunlevy, Dan McIntyre, Al Mackey, Pete Boli, James Morris, George Woods, Caywood Spencer, Dave McDonald, Harry Sweeney, and Harry Miller, commonly known as "Alex," who was fortunately quilte gifted in the culinary art and kindly volunteered to assist in the role of chef. Bruce Augustine was engineer.

The bright autumn sunshine was ideal for this trip. The water was clear, and the bottom of the river could be plainly seen at Wells and all the shoals below. The big flat table rock near the Ohio shore in the bend above Mingo seemed to be above the water eighteen inches. The channel through Mingo was plain. The bars on each side at Cross Creek were seemingly longer than usual and many flat rocks showed up

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on the West Virginia shore above Alex Gilchrist's coal works.

The shoal water seemed everywhere in Coxes', beginning away above the light. Below the light there was no channel.

As the "forward fleet" began to rub, the poor old pilot on watch looked wildly around, possibly expecting to hear ratchets and chains breaking, but instead there arose a roar from the other pilots sitting around.

"Now you have played-----"

"Why didn't you run the channel?"

"Nobody ever ran this way before."

"Anyone can see there is no water away over here."

Such were the comments, and whoever took the wheel on that entire trip was sure to get something of that kind, but it was always taken in the spirit in which it was given. After a little delay, the boat rubbed over the shoal and proceeded on. A piece of wreck and some sand had formed a lump near the middle of the river about a mile above where Lock Eleven now is located. No lock construction was then under way anywhere except at Merrill, and it was about half-finished.

Down through Beech Bottom the water was shoal. The government light post stood on a bare bluff bank a half-mile above its present location. There were plenty of dry bars around Short Creek, and, looking downstream, Pike Island seemingly took up the whole river. Down around the head of the Sister Island, there seemed hardly room for the needs of real navigation. The stone dike beside the island was out of water

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three feet. Here another grounding took place.

"Say, where are you trying to go?"

"It's a fine thing there is a good bottom on this boat." And so another pilot got the usual razzing for sticking.

The light at Burlington Bar was on a high pole and stood above where Lock Twelve is now located. The point shore around Martin's Ferry waterworks was unusually flat. The Martin's Ferry Bridge was run in safety, but now the shoals at the head of the island looked doubtful. The channel ran over by the island and crossed from the light. Here another sticking took place and, as the water was hardly up to one's knees, the handspike act soon won the day and the little boat and its jovial party passed on down.

The island bar above the suspension bridge was very wide and was used by the boys for a ball ground.

"Backing in" outside the Wheeling wharfboat, everyone made a special trip to the gauge, which showed exactly seven inches. Here five of the first named members of the party returned home by rail and the rest proceeded.

Wheeling Creek Bar was very prominent and high. In the crossing below it, the little boats rubbed, but the swift water carried them on over. The bottom was gravel and red paving bricks, the latter having probably been washed into the river from the old Main Street stone bridge, which had washed in a number of years before. Two of the combine towboats were laid up about Blocks, and it was decided to clean the boiler and get some coal from one of them.

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In the excitement of landing, someone ran over the roof and jarred a little stick out from under a window, which dropped down and struck a ham that Captain Alex had hung up. The string broke and the ham fell on a pan of potatoes that had just been put on for supper. The pan upset and the potatoes and water went in the stove and put out the fire. It is needless to add that the chef was angry and the supper late.

While cooling down the boiler, someone threw water into the ash pan, and everybody had to leave until the ash and sulphur fumes subsided. To pump up the boiler, the steam gauge was taken off, a funnel used, and three wooden candy buckets of water filled it. The boat and party were on their way down through Boggs Island as the sun was going down.

Bellaire Bridge (which has always been such a burden to the towboat man) was run safely, and the chute over McMahon was navigated with considerable rubbing. The captain decided to lay up for the night at Heatherington's where all river men were always so welcome.

The palatial home built in Bellaire by the founder of the Heatherington Company was at one time in a class by itself. For many years it was pointed out as being the mansion where a faithful mine mule had been led through each and every room and shown what its work had helped, from a small beginning, to make possible--the building of such a home. It was a beautiful example of gratitude to be shown a dumb creature.

Another fog next morning, and another beautiful day followed. Navigation was not attempted until after nine o'clock. Little Grave Creek

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Bar was spread nearly all over the river, the highest part of which used to be visible at four feet five inches on Wheeling marks. Big Grave Creek Bar was wide, and the rocks could be seen in the water over to the edge of the channel. At noon hour we were passing Lockwood's Grove.

After dinner the writer volunteered to take a turn at the pilot wheel, and in a short time there was evidence of excitement on board, rapid movements among those downstairs. Heads appeared over the edges of the roof. Exclamations of "Look where he is running this boat!" could be heard. Some were about to jump overboard. Finally the captain appeared.

"Say, you had better hold over this way, young fellow," and similar advice from others, until I undoubtedly felt somewhat like Mark Twain when he thought he saw a shallow reef dead ahead at a place where he knew positively there was deep water. No disaster occurred, however, and the panic died down as suddenly as it came up. An hour or so later another volunteer came up to take a turn at the perilous task, and, incidentally, was accepted with a sigh of relief.

The crossing in the head of Captina was very shoaly, and down at the foot of the island the boats rubbed bard, but kept on going. The lump in the middle of the river opposite Hog Run light was almost to the top of the water, and down past Grave Yard Run was a rocky place. The point below Cresap's Grove was a very loggy shore. Going down into Fish Creek looked like coming to the end of the river. The middle bar was out and the channel ran deep down in the

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pocket above the creek bar. The boats rubbed bottom here for quite a distance. Below Woodland, logs stuck out to the middle of the river and down some distance. Cline's Bar looked like an island, and shoal water extended down from Coon Run Bar. Sunfish Bar was all out, and the channel was rough looking. "Possum" was very shoaly and the boats rubbed quite hard as they crossed in to the light. Proctor Run Bar came a long way out, and a dry reef extended down the middle of the river opposite the Proctor light. The point shore around Buckhill bottom was flat and wide in some places.

As we passed through the next pool, we were enjoying biscuits, potatoes and coffee, with a keen relish. McEldowney Bar was out, and the little channel down past Ben Bridgeman's was very plain. A flat dry bar extended out past where the New Martinsville boat landing now is.

As shades of evening were coming on, Captain Dawson decided to lay for the night in the mouth of Fishing Creek. Friday cooler weather prevailed and the boat got started at six o'clock. Fishing Creek was very shoaly. The closest part ran to the Ohio shore near where Lock Fifteen now is. Some distance down the Ohio shore was a piece of the hull of the former Bellaire ferryboat FRANK S. OWENS. Opposite Sardis many logs were visible. Padens Island was about as always; it having the distinction of being the only island on the Ohio River having no shoal on the channel side.

Barnes Run Bar came out to a bluff end and a shallow bar extended around below it, with shoal water down to below Witten's towhead. A shallow bar on the Ohio side below Stewart's showed

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plainly the channel down the other side above Sisterville. At Wells' Island the channel ran close to the Ohio side and crossed part way toward the island. At Mill Creek shoal water began a long way above the light and the bottom was partly covered with patches of weeds.

Greenview Island Bar extended dry across to the dam above Friendly. Several rocks could be seen near the channel below Grandview, but they were too deep to be hit. The channel was plain down through Collin's and Sheet's. It was here that the writer, a short time before on the Str. CRICKET, was compelled to stop the engines to keep from running over a farmer and his team that were fording from the Ohio side over to Long Reach, the water being just up to the bed of his wagon.

Very shoal water was found just above John Beaver's, where Lock Sixteen now is. "Petticoat" riffle was a crooked, swift place, and the stone dam on the Ohio side was out of water two and a half feet. The Ohio shore below Independence landing was a bad looking place. Rea's Run Bar extended well out into the river. Grape Island Bar extended nearly dry to the West Virginia shore. The crossing in above Rigg's light was very shoal. Many rocks were visible near Davidson Run and along above Murphy's. The channel was plain, however, down through Rowland's race.

A bar from the foot of the Brother Island extended dry down to the lower Brother opposite Eureka. Bull Creek was a wide, shallow place. Nothing prominent was noted. Carpenter Bar was the same. The shoalest part was above Marietta

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Island. The bottom of the river could be seen all along down below Duck Creek.

The boat laid that night at Marietta where the gauge showed twenty-one inches. Getting away at six next morning, fog was encountered at Harmar and the boat laid at Knox's until 8:00 A.M. Reppart's Bar was shoal but plain. Vienna was wide and flat, but very little dry bar anywhere. The channel was plain down through Neal's. The Parkersburg marks showed one foot and four inches. The water was shoal and swift at Ames's. By the noon hour we were at the foot of Blennerhassett.

A dry rock bar showed about one-third out opposite the mouth of Little Hocking and there was a wide, shallow stretch below it on both sides. Newberry was plain and very shoal above and below Silas Oakes' light. The ledges of the rocks below the island were dry way out from the West Virginia shore. Very little water rand down the left-hand side of Mustapha Island and the marked rock showed nine inches. The water looked rough down at the foot.

The ledge of rocks above Harris Ferry was out of water three feet. The "well rock" at Indian Run was out about eighteen inches. Lee Creek was a nasty looking place, the channel running like a letter "S." Some of the upper bar was dry in the middle of the river. The bold "break" in the channel below Lee Creek was not prominent on theat low stage of water. Some dark object could be seen on the bottom as we passed.

At the foot of Belleville, the bar down the middle circled around into the Ohio shore below the light, but the two channels were plain. There was not much water in the upper chute and

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the little boats bumped several times in the lower chute. The water was swift and the pilot was glad when they were through it. There were ragged shores on the Virginia side and shoal water on the Ohio side to Long Bottom. Shade River bend showed quite rocky. The big marked rock at Long Run was out on the dry shore. The left-hand gravel bar below was out of water about eighteen inches. Taylor's rock bar was out three feet. There was nothing out dry around Dewitt's Run except close to shore. A reef near the middle some distance below was the highest. Plenty of rocks down the Ohio shore and a round the head of Swan Bar. A shallow uncertain channel across the head of the bar, and rough, rocky and shoaly down at Locks Run. The high part of Swan Bar was out about five feet. The rocks opposite Portland were out three feet. The current in Buffington was pretty swift. The shoalest place was crossing in to the rocks at the light. Middly Bar was dry, about a fourth acre in extent and there was but little water down to the right. This has since been dredged. We laid up for the night at Ravenswood.

The next day was Sunday, October fourteenth. The weather was cloudy and warm. The boats pulled out about six o'clock. Sand Creek was a bad looking place, shoal water commencing above Swan's. Very swift and shoal alongside and below the dike, which was out of water about six feet. Two loaded "R.C." coal boats rested comfortably on the high part of the bar opposite the head of the dike. Rocks in the bend above Pleasant View were out of the water about eight feet. There was a dry bar from the Virginia shore half across the river, a half-mile above

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Old Town. Shoal above Granny's Run. Jenny Lind Bar was out five feet. Shoal water again at Tanner's Run and both shores rough and shallow all down past Washington's woods. Shallow shores both sides to Tom's Run. Practically dry behind Letart Islands. Shoal down Ohio side, especially so in crossing from Letart, Ohio, to foot of lower island.

Circling around, shaping up for the falls, brought to view the roughest place seen on the whole trip, the "falls" itself being a ledge of rock dry over half the width of the river, the remaining width being a continuation of same and the water being equally rough. It was a swift descent. The boulders on the bottom were awfully close as we sped over, but luckily the boat did not touch, or this might have been a much different story.

Down at Brinkers, the rock reef extending out from the left shore was out of water about two feet. Pretty shallow water was found at Wolf's Bar. Siegrists riffle was a serious looking place, with the shoalest part toward the foot. Sliding Hill bend was a bad looking place, as were also the shores at other places above Pomeroy and opposite lower Middleport. The writer having returned but a few days before from a river trip below on the same stage of water, did not accompany the navigators farther, and bade them a friendly and grateful adieu at MiddlePort, spending the evening at the home of Captain I. N. Flesher before returning home by rail.

In closing this sketch, I would wish to pay high tribute to the members of this party as being of the best in their profession. The majority of them are now dead. At the time the

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incident of this trip was of small importance, but, like the lowly kodak picture, or other keepsakes, the passing of the years creates an interest and feeling that the WATERWAYS JOURNAL holds a place in its reader's affections which no other publication does. I feel that this homely article may be of interest to many on the Upper Ohio River. If any errors have crept into the details, I would take no offense at corrections from anyone having data, as much of this has been written from memory.

A modern slack-water system stretches over this section now covering deeply the many obstructions and formations of the river bed. The modern steel steamers and fleets run many places somewhat straighter and glide on smoothly unmindful of what lies beneath. The mirrow-like waters of the pools do not resemble much the ragged shores and bars of yesterday. Of the life study of these older pilots, seemingly much is not now needed.

Improvements and changes thus come over the world in general, and much of yesterday's needs will hardly be wanted tomorrow; but to the new navigator should be given the friendly advice, "Keep a full pool."

Courtesy, THE WATERWAYS JOURNAL

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FISHING TRIP IN AUGUST, 1886

One of the grandest fishing parties ever "pulled off" in the Ohio Valley was in August, 1886, when Dr. Joe Ricketts, Miss Katie Bay, Ellis C. Mace, and his wife, formerly Miss Teresa R. Curtis, decided to make a trip of some kind and decided on a fishing trip. We proceeded to arrange for this trip that we knew would go down in history as the greatest trip of its kind.

We consulted Captain George Bay and made arrangement with him for a small quarter-decked flat that the Bay Brothers owned. Captain Bay was to furnish the flat and tow it, with the fishing party on board, to Raccoon Island, six miles below Gallipolis, Ohio.

We got busy arranging the flat. We borrowed chairs and tables of the Grand Army Post, borrowed a small cook stove and set it up on the rake of the flat, covered one-half the length of the flat with tarpaulin, furnished by Ruffus Magee, and we packed one big hogshead full of ice.

While we were getting the proper equipment for the flat, the girls were busy cooking. They fixed up all the good things to eat that could be thought of and basket after basket was carried to the boat. The girls from Guyandotte

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that joined us arrived with a big clothes basket full of fried chicken, pie and cake. You never saw the like!

The Guyandotte brass band was invited and accepted the invitation. How could they refuse when Will Dusenberry, the leader, had seen what was in sight to eat?

This trip was to be somewhat different. Instead of wanting everyone to be quiet, we decided to furnish the fish, free of charge, plenty of music. The people who lived on the river bank at that time can tell you that we had plenty of it.

We left the Proctorville Wharf in tow of the Str. GEORGE STRICKER. We had on board twenty-four couples, two chaperons, and the Guyandotte band of thirteen pieces. It was four o'clock in the morning, and we did not sleep any that night. There were, all told, fifty-four boys and girls, thirteen of the band members, and Mrs. Lou Curtis and Sarah Myers, who were to look after the girls.

We landed at Raccoon Island at noon, and after we left the steamboat we formed in line, led by the band, and marched around the island. On our return to the barge we found that Mrs. Curtis and Sally had set dinner, and the like you never saw on a fishing trip. After eating four times as much as we should have eaten, we turned the flat loose and started drifting toward home. The river was at low stage and we floated slowly.

We had five good skiffs and most of the girls could row a boat, so they went ashore, every time there was a store in sight and bought milk, eggs, lemons, etc. Ed Neal's store at Ben

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Lomond was the first visited. Eggs and milk were bought and the girls made a freezer of ice cream.

We arrived at Chambersburg just after dark. At this time we had the twenty campaign torch lights that were placed around the flat, and the band was playing. Every man that owned a skiff or john boat was out to the flat to see what it all meant, and was surprised to find that it was a fishing party headed by a brass band. We floated all night and did not allow anyone to sleep.

The next day several left for home on the GEORGE STRICKER, and the rest of us just floated along. Late in the evening of the second day out, while we were drifting along past Coxes Landing, Cora Bush, the only one that did any fishing on the trip, landed a fine catfish, weighing, by guess, around eighteen pounds. The cook stove came in handy, and we had fish for supper--all we could eat.

We landed at Pete Turley's Landing at 10:00 P.M., just above the Proctorville Wharf. All who wanted to, went home. The rest of the party bunked on the flat. After daylight on the morning of the third day we dropped down to the wharf boat and disbanded.

The Guyandotte and Huntington boys and girls who were on this trip included: George Sanborn, Robert Poage, Blackwell Miles, Paul Murphy, Miss Ella Owens, Leona Miller--now Mrs. J. L. Summers; Alice Smith--now Mrs. H. W. Stewart; Roxie Butcher--now Mrs. Robert Gunning; Mrs. Lena Smith--now Mrs. L. P. Wigal.

The lads from Proctorville included: Dr. Joe Ricketts, Dr. Arthur Gillett, now of Cincinnati;

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L. D. Eaton, John Eaton, Ellis C. Mace, Cora Bush, Will Robinson, now of Greenfield, Ohio; Stanton Carter, now of Omaha, Nebraska; Henry Magee, John Sayre, Jim Berry and John Beale.

The girls from Proctorville included: Teresa Curtis Mace, Kate Bay--now Mrs. Wakefield, of Lake Charles, Louisiana; Minnie Bay--now Mrs. L. D. Eaton; Stacia Gardner--now Mrs. John Eaton; Emma Gillett--now Mrs. Lon Curtis; Sarah Myers, Maud Richie, Minnie Bush--later Mrs. Stanton Carter; Fannie Marks--now Mrs. John Sayre; Carrie Gardner--now Mrs. Wylie, of West Huntington; Gertrude Gardner--now Mrs. Will Sprouse; May Bay--now Mrs. Harlow B. Mauck; Jessie Myers--now Mrs. James Berry, of Huntington; Lillian Mace--now Mrs. George Worden, of Huntington.

The members of the Guyandotte band were: W. C. Dusenberry, Vince Reed, John Reed, Charles Reed, Will Rodgers, Cola Magee, Ray Wood, Frank Clark, John Swann, Ed Flowers, John Newman, Jeff Stephenson, and Will Dabney.

Words cannot explain the enjoyment of this trip. Everyone was happy beyond words. This fishing trip, accompanied with this brass band, deserves a place in history. It will probably never be repeated.

The total cost of this trip was $26.00, $1.05 for each of the boys.

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RED RIVER HISTORY

BY JOHN G. GIBBS

A picture of the FLAVILLE with a full load of cotton at the Shreveport Wharf in 1871 which appeared in a Shreveport newspaper struck me so forcibly that I am going to tell you of the last trip I made on Red River as far up as Jefferson, Texas, in 1874.

I shipped up as striker with my friend Charley Fulton, chief engineer (whom I had been with on another boat, the first engineer that I had ever known), to make a trip up Red River on the stern wheel RAPIDES or RAPIEDES--I am not sure how it was spelled. She was a boat of about fifteen hundred bales of cotton capacity. All went well after leaving New Orleans until we got somewhere between Alexandria and Grand Ecore on Red River when one of the cylinder heads blew off but did no other damage. We made the necessary repairs and went on to Shreveport on one engine, where we sent to New Orleans and ordered a new head made which was brought up by another boat. We laid at Shreveport all that time with the whole crew under half-pay and board. When the new cylinder head came and was fitted to its place we went on to Jefferson, Texas, where we got a full load of cotton. Going through Lake Caddo dodging stumps left from a primeval forest was a tough job on

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the pilots and engineers. The lake, I am told, sank to its present depths several centuries ago and at one time it was a dense forest. The number of stumps justified the statement. We went through all right and mapped out a route to return by.

We laid at Jefferson and piled on all the cotton possible--and it was piled to the hurricane roof. Returning we passed through Lake Caddo all right and had entered what they call Twelve Mile Bayou when the cylinder timber on the same side that blew out the head broke off even with the hull and if the hog chains had not held, the whole wheel would have gone into the river. We floated some distance down the bayou before the mate could get a line out to check her. After tying up, the captain, mate, and several roustabouts went in the yawl to Shreveport for help. The HENRY TETE was in port and was engaged to come and tow us to Shreveport and take our load of cotton to New Orleans. When the load was all off the RAPIDES and on the TETE it did not look so big. I knew we were in for a long lay-up, so I went to Mr. Fulton, the chief engineer, and asked him if there would be anything for me to do while the boat was laid up there in a broken down condition. He told me he did not know what they were planning to do, but he wanted to know why I asked. I told him I could work my way home on the other boat and it would cost me nothing. "Go to it, my boy, if you can," was what he told me.

It took but a few minutes for me to enter the engine room of the HENRY TETE bound for New Orleans. We left about daylight the next morning

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and picked up cotton and other freight all day until, at 10:55 that night, when we were loading the last cotton, the captain said it was the last he would take--and it proved to be so.

The chief engineer on watch said to me, "Johnny, go upstairs and see what time it is." I climbed out of the engine room, and over the cotton up into the cabin hallway and saw it was five minutes to eleven. I got back to the engine room as soon as possible and reported to him, and just as I uttered the last word the sound of ripping and tearing of timber began, and before you could look to see what the racket was all about, the boat gave a careen to one side and dumped all the cotton overboard. The guards on the side where the racket started had broken every timber even with the hull from the bow of the boat to the wheel house. When that happened, the boat, being relieved of the weight, suddenly leaned to the other side and dumped that load overboard. Some of the negro roustabouts went into the water with the cotton and the yells of the poor devils for help and of those on the boat too, trying to tell them what to do, created so much excitement that it was some time before we could make a survey of things and do something. It was a sight seldom seen. The river was full of negroes astride the bales or in the water holding on and yelling for dear life. Those negroes were surely frightened, and it was a hard job to get them to turn loose and be pulled aboard the yawls.

We got started out again about 3:00 A.M. and went on to New Orleans with a deck room full of freight and laid up for repairs. I got home

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after twenty-two days on the trip and I was fully convinced in my young mind at that time that I would never again leave port on a Friday. That was the second time I had left on a Friday and three accidents had happened on the one trip in addition to which I caught a heavy cold in my head and was laid up sick for a month with one of my ears and my hearing has been affected ever since.

Let me tell you also of a trip that was attempted on the stern wheel steamboat BIG HORN, in 1869. The boat had been laid up at Algiers, Louisiana, about a month previous to the above-mentioned trip, but was in good shape for anything appearing in passenger or freight service. Several cattle shippers contracted with the owners of the BIG HORN to go to Hogs Point, below the mouth of Red River, and bring a load of cattle to New Orleans. At that time Hogs Point was a big shipping point for Texas stock of all kinds, but how it came to be named Hogs Point I never learned, as I never saw but a "wee bit of a pig" on any of the different times I landed there and they all had horns. Texas is noted for its horned toads and many other monstrosities, and it may have been a peculiar kind of hog they were shipping when I was thinking all the time it was cattle. Let that be as it may, Texas is a wonderful state and I always felt more like a true and genuine American citizen while in her borders than I have ever felt anywhere in America.

A crew was shipped up and all made ready to leave the next day, Friday. I was filling the "most important job," as I thought, on the boat. I was chief pantryman.

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The same engineers who had been on the BIG HORN took her out, and both were competent men and thoroughly familiar with her machinery. We left Algiers about 10:00 A.M. and all went well till that afternoon about three o'clock when the engineer on watch yelled up through the speaking tube to the pilot to land the boat and have his partner called, which was done in short order. The fires in the furnace were banked and the head of steam held so that it would be ready when the trouble was rectified. The "doctor," as the boiler feed pump on a steamboat is called, failed to work, so the engineers went to work on it. They tried every known art of the trade to get it to operate, but failed. They pulled it all to pieces and examined everything carefully before shipping it up, but it was all in vain. There was one more thing to do, and that was take the heater heads off and see if anything was out of shape there. Nothing was found out of shape there so they started to couple up things. They sent a negro fireman into the heaters to hold the head of the bolts while they were tightened from the outside. The job of closing them up was nearly finished when steam got a little too high. The engineer went to the throttle and started to blow through the hold, or lower the pressure, forgetting about the fireman in the heater, until the poor devil yelled out in pain. He was hauled out almost cooked and died shortly after. The engineer was so affected by his mistake that he cried like a baby. It's not to be wondered at, the mistake he made. The whole engine room crew had been working at the job from about 3:00 P.M. until the next morning

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about ten o'clock and yet the doctor pump could not be made to work. They decided to go back to New Orleans and go on the docks. They rigged up the deck pump and put some of the negro roustabouts to working it by hand to feed the boilers. It was slow work, but we got back. On the dock we found that there was no strainer on the side of the hull over the suction pipe. They took the pipe out and discovered it was plugged solidly with a big snake that had gotten near the pipe opening and the suction had pulled him in. After getting the bones of the snake out and laid in a row, old heads concluded he was about six feet long. So ended my first trip leaving port on a Friday, and I dare say if any of the crew who was on her that trip are still alive, they will attribute all trouble to leaving port on Friday.

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TO FRANKLIN AND OIL CITY

BY DONALD T. WRIGHT

Climaxed by a greeting from the entire population of the "Hub of Oildom"--Oil City, Pennsylvania, a city of 25,000 population--the trip of the U. S. Str. KITTANNING up the Allegheny River, April 4, 1928, was more unique from the standpoint of a novelty than from any difficulty encountered in navigating the river itself.

Major Jarvis J. Bain, U. S. Army District Engineer of Pittsburgh, who made the journey as an official inspection of a section of his district, was so impressed with the size of the Allegheny River that in his talk at a meeting held Saturday night in Oil City he referred to it as "Allegheny Sea." But for five low bridges between Pittsburgh and Oil City, it would be quite possible at the present time to operate large packets and towboats on regular schedules during the navigation season each year.

The early part of April, in the U. S. Engineer's Office in Pittsburgh, frequent conferences were held by Major Bain, Senior Engineer J. W. Arras, and Captain Donald T. Wright, Editor of the WATERWAYS JOURNAL and former president of the Allegheny River Improvement Association, as to what day it would be feasible to start the KITTANNING up the river. The problem was to judge when the stage of river would be

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high enough for a boat of 3 1/2-foot draft and yet low enough to pass under five low bridges, the first being 45 miles and the last 90 miles above Pittsburgh, these bridges having the following heights above low water: KITTANNING, 34.2 feet; EASH BRADY, 38.1 feet; PARKER'S LANDING, 34.3 feet; FOXBURG, 35.2 feet; EMLENTON, 37.9 feet.

The departure set for Wednesday, March 28, was postponed to Thursday, March 29. Accurate measurements of the KITTANNING'S height were made, revealing that with the jack staff and stack lowered, the pilot house was but 21 1/2 feet above the water line. Adding the river stage at Parkers Landing, it was at first thought the KITTANNING would have but one-tenth of one foot clearance under the Kittanning Bridge. Nevertheless, at 2:00 P.M., on March 29, Major Bain, yielding to the belief of his official guest of the trip, Donald T. Wright, that the Allegheny was more easily navigated than popularly believed, started by automobile for Lock No. 5, the highest completed dam, where, at four o'clock sharp, the boat trip was begun. Lock No. 5 is thirty miles above Pittsburgh, and Oil City, 134 miles. The boat, therefore, had a journey of 104 miles to make, all but the first few miles being on the unimproved river without exact knowledge as to what low wires or other obstructions might be found along the course.

Kittanning, 15 1/2 miles, was reached at seven o'clock, where, after first taking aboard a committee of several leading but skeptical citizens, preparations were made to "run" the bridge. It was pitch dark, raining, windy and cold. The five spans of the bridge were each 170 feet horizontal clearance and the channel

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span 34.2 vertical clearance above low water. Not even the channel span boasted the regulation green channel lights or the red pier lights. But that did not daunt the master of the vessel, Captain Silas Sayre. Creeping toward the bridge, it was apparent there was sufficient clearance, the most accurate estimate being 2 3/4 feet. By seven-thirty the official party, composed of Major Bain, Mr. Arras, Captain Wright, Captain J. S. Faddis, and the writer, led by the Kittanning Boys' Band were driven to the Hotel Steim, where ways and means of arriving at a speedy solution of the bridge raising problem were discussed until a late hour. The Kittanning and Armstrong County representatives were told frankly by Major Bain that their County Commissioners had failed to carry out an agreement made verbally last November that they would include a bond issue for a new bridge in the present month of April primaries. The major properly took the position there was nothing he could do; but the citizens, while desirous not to offend the commissioners, said they were equally anxious that assurance be given that the slack water project for the river would not, as a consequence, be delayed perhaps for many years.

At seven o'clock Friday morning, the KITTANNING was turned loose with Emlenton, 46 miles upstream, as her destination for the day's run. Although the steamer had three licensed pilots on board--Captains Sayre, Wright and a guest, Captain J. S. Faddis, of the towboat CARBON, of the Wheeling Steel Corporation, the real pilot was Louis A. Cook, of Tionesta, Forest County, 155 miles above Pittsburgh, whose experience as

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a floating raft and barge pilot will be found in another column. In addition to Captain Faddis, there was another guest, the writer, George D. Stuart, Editor of the VALLEY DAILY NEWS of Tarentum, who was the official press correspondent not only for his own paper but for the United Press and the WATERWAYS JOURNAL as well.

Louis A. Cook knew the channel and knew it well, but was inexperienced in handling a steamboat, particularly the steam steering gear, consequently he gave steering directions to the three pilots who were making their first steamboat trip up the Allegheny. It seemed as though the trip ought to be more remarkable. But, as Captain Faddis put it, there was little difference between steamboating on the upper Allegheny and the upper Ohio with the dams down. Everyone revised his opinions of the size of the Allegheny River which was at an ordinary stage of water, by no means what might be called high. It was possible at almost all places to wander about the river almost at will, so much so that Louis Cook soon began to say jokingly, "There's something wrong just now for we are running in the channel."

Because the progress of the KITTANNING was slow and it is known that the Allegheny River has a fall well over two feet to the mile, some criticism was expressed by the crowds on the bank that it would be hard to bring about commercial, economic navigation. But those who criticized failed to take into account the light machinery, 10's--3 1/2, of a boat like the KITTANNING, built for survey rather than towing purposes. Any ordinary Pittsburgh towboat, granting only that the five old bridges were a few

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feet higher, could have steamed the current at a highly respectable rate of speed.

Although the KITTANNING had ascended only last year to Emlenton, large crowds gathered at all the towns and particularly at East Brady, 2,500 population; Parker's Landing, 1,200; and Foxburg, 800, at each of which there was a low bridge to be negotiated. Between a strong downstream wind and the rapid current, it was after nightfall, about seven o'clock, when Emlenton was reached after a nonstop voyage that was without incident save for the novelty to the throngs along the bank of the sight of a steamboat.

No reception had been planned at Emlenton as the crew and passengers wished to retire early in order to leave at five o'clock Saturday morning. However, as the boat was tying up before a large crowd, there was a sudden explosion. It was actually some dynamite set off on the hill opposite the town by one of the coal miners employed by W. J. James, of Franklin, cousin of the WATERWAYS JOURNAL editor, at his Emlenton mine, the last large coal mine going up the Allegheny River. Not being familiar with steamboats, many persons in the crowd on shore thought the boilers were exploding, while a church meeting in the town was dismissed.

Before daylight Saturday, Mr. Arras, Captain Faddis and the writer, who slept ashore each night, were back on the boat which, promptly at five, was backed out and headed for the Emlenton Bridge. Here it was believed that the spans were all of equal height and in order to take advantage of slack water under a point, the channel span was ignored. It was found later

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that the vertical clearance of 37.9 feet applied only to the channel span itself. The span under which the boat passed was cleared with but six or seven inches to spare between the acorns on the pilot house and the crosswise girders of the span. The steamboat was obliged to run two unlighted bridges in the dark, the first in rain and wind, and the second in snow and wind. Inasmuch as these bridges are maintained under official orders of the U. S. Lighthouse Department at Cincinnati and were all equipped with navigation lights only a few years ago, it is apparent that the orders need constant repetition which no doubt will be attended to by the vigilant superintendent, B. W. Southgate. In many cases the lights are merely burned out or disconnected, while on several bridges they have disappeared entirely. The situation is particularly dangerous at the abandoned piers of the washed-out Big Rock Bridge below Franklin, where the channel span was the narrowest between Pittsburgh and Oil City--140 feet.

From Emlenton to Oil City, 45 miles, the advent of a real steamboat was indeed a spectacle to the populace. The trip had been extensively heralded in advance and the postponement of the start had served to whet the curiosity of the public. Small boys kept pace with the KITTANNING for miles, while every bridge was a vantage point. Even the locomotive engineers of the conservative Pennsylvania Railroad could not resist tooting their whistles at sight of a steamboat. The radio broadcasting station at Oil City received and broadcasted throughout the day the exact position and progress of the boat so that citizens from a radius of fifty

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miles around could be informed when to get into their automobiles and start for Franklin or Oil City "to see the steamboat."

Though starting at five in the morning, it was all the KITTANNING could do to reach Franklin, 36 miles, on schedule time, 3:00 P.M. In fact, as the day wore on, it became apparent she would be a trifle late. The fall of the river from Franklin to Emlenton is above its average and at Patterson's Falls, with a drop of nearly four feet on one riffle, it was all the KITTANNING could do to stem the current.

The hard road from Franklin to Clarion follows the river for two miles below Franklin, and when this road came in sight Major Bain had a forecast of the reception awaiting the official representative of the Government whose recommendation of an extension of the slack water project is desired. Vice-president at eighteen and at nineteen president of the Allegheny River Improvement Association, Donald T. Wright, because of his years of interest in the river's improvement, was designated as "official pilot" of the boat from Franklin to Oil City.

Before thousands of spectators, the KITTANNING made a landing at 4:05 P.M. at Franklin, where a committee headed by Major M. A. Drake, of Franklin, and Mayor T. L. Blair, of Oil City, extended an official greeting. The following men boarded the steamer for the trip to Oil City: Mayor Blair, Joseph D. McMahon, head of the river committee of the Oil City Chamber of Commerce; S. L. Rosenthal, of the "Blizzard," George F. Turnbull, of the "Derrick," Fred S. Connor, Major D. K. James and several other citizens of Oil City.

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Again the KITTANNING backed out and headed upstream under the Franklin highway bridge for which, because of its 39.1 feet clearance above low water, it was necessary to lower the smoke stacks. During the day, between Emlenton and Kennerdell, a low wire had been torn down, breaking off the jack staff which, however, had been nailed together and put up again. It had frequently been necessary to lower the stacks for wires but only one was torn down.

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ROMANCE OF THE LOWER MISSISSIPPI

CAPTAIN ELLIS C. MACE

Of all the boats which have made history on the Ohio and Mississippi rivers, none was more famous than the Str. THOMPSON DEAN or WILL S. HAYES, as she was known in her later days.

The THOMPSON DEAN was bought by James Reese, of Pittsburgh, Pennsylvania, and her machinery was put into a new hull and this new packet was named the WILL S. HAYES after the river editor of the Louisville COURIER-JOURNAL, who attained a wide reputation in his days as a bard of river navigation.

Included among the officers of the WILL S. HAYES were W. C. Tichnor, captain; Wash Ford, clerk; and Hi Tyler, engineer.

Hi Tyler was a resident of Proctorville, Ohio, and he was one of the best of the old-time river engineers. He was what people called, at that time, a "hot" engineer, but he was practical and careful. I do not believe that he ever had any serious accident, but if he got into a race he carried as much steam as the law allowed and some extra. He was engineer on the NEW SOUTH when Reese sent him to South America to place the machinery on several boats built by his firm.

As to the speed of the WILL S. HAYES, Wash

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Meredith in a letter to James Reese of Pittsburgh wrote:

"I was on the WILL S. HAYES. She had an excursion at the Mardi Gras. I was getting ready to relieve my partner. I saw the NATCHEZ laying below us waiting for the HAYES to start. (Meredith was engineer of the HAYES at this time.)

"I immediately got busy with my firemen and engineers and when we straightened up and rang the bells to go ahead I heard the cannon of the NATCHEZ and knew that she was coming after us. At this time I was satisfied with our progress. Everything was working fine.

"Timing her revolutions I found that she was making twenty-eight a minute. That was good, and as we passed the Ocean Sawmill I saw that we had increased our lead and the colored deck hands had commenced to shout with joy.

"At the exposition grounds the banks were lined with people waving and shouting. When we crossed the river at Nine Mile Point I looked back and saw the NATCHEZ landing above the Sawmill. Steam was enveloping the forward part of the boat.

"I stopped the fireman crowding and shortened the cut off. The pilot soon came to me very excited and wanted to let her run to Baton Rouge. He said we were seven and a half minutes ahead of the Jim White's time to Elkhorn. This proved that the HAYES was fast, and I did not run farther as I did not have orders from the captain to do so."

Both as the THOMPSON DEAN and as the WILL S. HAYES, the old packet made a name for herself in river song and story. "Blow the whistle to

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land at Grey Hound plantation," said Jim Evins to his cub as the HAYES was plowing her way through the water on a windy day in March, carrying to New Orleans one of the heaviest cargoes of the season.

When the cub had obeyed and the sound of the great chime whistle echoed and reechoed from the river shore, the old pilot took his stand on the opposite side of the pilot wheel and, grabbing it, began pulling it down hard, saying, "Got to bring her around pretty sharp, because there is an eddy setting in here that might cause her to skeer off into that shoal water to the left."

After the freight had been unloaded and the steamer was on her way again the cub turned to his boss and asked why such a pretty place had been named Grey Hound.

"Funny name for such a big plantation, but I guess the fellow owning it clings to the romance in his life when he won enough money to buy it and also won a wife," replied the old pilot. Then turning, he told the cub to hold her awhile and he told the story.

"When I first became a pilot I went on the THOMPSON DEAN. A mighty fine boat she was, operatin' between Cincinnati and New Orleans. My partner was named Fred Ellis, a handsome, wild sort of youngster, but a dandy pilot.

"Fred was a Kentuckian by birth and raisin'. He was born with a gold spoon in his mouth and never tried to make a cent until he had finished college, where he studied law. His father, Colonel George Ellis, owned one of the finest stock farms in Kentucky. It was along the Louisville and Lexington pike and was a show

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place in that part of the country. About all that the colonel was interested in was race horses.

"There was a neighbor, Major Jim Thompson. He was a widower. His daughter, Lucy, managed, the household affairs after she returned from a girls' school in Virginia. The two old men were rivals on the race track. Both had plenty of money and they tried for years to raise the fastest hosses, but somehow or other Major Thompson always managed to beat the colonel.

"Since Fred and Lucy were children there seemed to be an understandin' that they would marry sometime. Guess they understood it when they played together, but when Lucy grew to young womanhood, she began sellin' out for a city man who lived in Boston.

"Finally she refused to entertain the marryin' scamp any longer, told Fred so and then her father. There was a storm of protest from the major, but she was a girl of spirit, so the matter was dropped.

"Fred remained at home for several months afterwards, then left and went to Louisville. He got a job in a bank, but that didn't suit him, so he got on a steamboat to be taught the river. I was cubbin' on the same boat and we got to be good friends.

"One trip into Louisville, Fred laid off. Said his father wanted to see him defeat Major Thompson's crack filly at the race track. He didn't do it, and the major went home carryin' all the honor of the races.

"Then Colonel Ellis started out to train another lot of yearlings. He always told Fred that if he could train a colt to stretch its

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hind legs longer than any other hoss he would have a winner.

"That was his hobby, finding a colt with long hind legs. I don't know how it was done, but he brought up one with the durndest longest hind legs I ever saw. He was the worst looking animal I had ever seen, and to cap the climax he entered him at New Orleans in the biggest race of the year.

"Major Thompson had his best runner there and they backed their entries with every dollar they had before the race.

"But getting back to Lucy, she inherited her father's desire for horses and took as much interest in them as he did. They shipped the colt on the THOMPSON DEAN. Lucy's fellow from Boston went along. He was a sharper, I'll tell you.

"Fred was my partner, as I said on the THOMPSON DEAN. We both watched the colonel's colt closely, and one night, when off watch, Fred strolled down to the stock guards. He saw a man slipping back to where the colonel's colt was. There was a negro with him. The Boston man was attempting to force somethin' down the colt's throat when Fred grabbed him and gave him a sound thrashing.

"Neither of us ever knew what the man was up to.

"Well sir, when we unloaded the colt, and he walked up Canal Street he was the object of many a smart remark from the crowd. They all laughed and jeered at him. His long hind legs made him resemble a kangaroo more than a hoss, and then he had long hair on his body, his tail was stubby and he wore no shoes. If ever there was a plow hoss makin' his way to the race track,

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that hoss was it. I was ashamed to acknowledge that we had had the thing on the THOMPSON DEAN."

"Colonel Ellis had him worked out day after day. Once or twice he was in a race, runnin' last. The newspapers talked mean about the colt and the hossmen laughed when they saw him.

"There was no particular price quoted on him at the books the few times he was entered. A fellow could write his own ticket.

"When the day of the big race came around there were fifteen hosses entered. The big event was about three o'clock in the afternoon. Fred talked with his father. He wanted to keep the colt out, because the other hosses looked so fine. Especially the one belonging to Major Thompson, but the colonel laughed and refused.

"When the bettin' opened Colonel Ellis' colt was one hundred dollars to one. There were a few stragglin' bets made on him at the dollar books, but no smart man wanted him at any price.

"The hosses were brought to the paddock. Colonel Ellis looked his colt over, felt his legs, and then sent a lot of money into the bettin' ring playin' him right and left. That cut his price some, but the book makers thought the colonel was merely backing his own hoss and accepted the money with a smile. Ten minutes before saddlin' time the colonel called Fred to one side, and said,

"'Son, this is the time I'm going to break Major Thompson. If you have any money, bet it on the colt, because he's goin' to win. They can't beat his hind legs.'

"Fred hesitated, but went and placed three thousand dollars on him at seventy-five dollars

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to one. Then came the bugle for the jockeys to mount.

"Colonel Ellis had brought a little nigger boy from his farm to ride the colt. He knew the animal and knew just what he could do. When the little fellow was astride the racer, smilin' and happy, the colonel sided up to him.

"'Now, boy, let the others get way ahead of you if they want. Stick near the center at the leavin', hold him back for the first half-mile, but keep him in good position. When you pass the first half-mile post move up to third position, take second at three-quarters, in the stretch let him out and give him hell.'

"All the hosses were nervous at the barrier. Major Thompson's Black Boy champed his bits, bit at his jockey a time or two, but was in good position next to the rail when the starter sprung the barriers and yelled, 'Go!'

"The colonel's colt was the last to start. He seemed to be stubborn in spite of his trainin', and when they passed the grand stand after goin' the first quarter, the colt was merely joggin' along. He was in a good position and none of the jockeys were payin' him any attention. Major Thompson's was leadin' by a neck.

"As they swung past the grand stand, the 'nigger' on the Thompson colt was hand ridin' him. At the first half-mile he was well up and on the back stretch, he was a good third. I could see from the way that the colt held his head that he was bein' rode under raps.

"Colonel Ellis did not come into the grand stand. He was sittin' on top the railin' where we watched him. Occasionally, he raised his field glasses to his eyes and watched his colt

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for a minute or two, then he lowered them calmly.

"At three-quarters the Ellis colt tied up for second place. It was nip and tuck, with Black Boy fully three lengths ahead.

"'Come on, Black Boy!' came in a soft voice from the box next to the one Fred and I were in. We glanced over and saw Lucy Thompson eagerly pullin' for their hoss.

"'That Fray colt is runnin' a pretty good race,' remarked a stranger standin' back of us.

"At the stretch Black Boy's jockey let him go wide, and instantly the gray colt shot in on the rail runnin' like a streak of lightnin'.

"'Come on now, "nigger," ride that hoss,' called out Colonel Ellis in a loud voice.

"The little black boy laid down on his mount's neck. Reachin' over he caught the bridle and began hand ridin' him. I have seen many a hoss race, but that colt outran anything I ever saw in my life. His feet did not seem to touch the ground. In another instant he had caught up with Black Boy.

"'Mercy!' exclaimed Lucy Thompson.

"The major said something worse than that, and the man from Boston bit his lips.

"'Ride that hoss, "nigger!"' again called out the colonel, and to us it appeared the boy heard his order, for he gave the colt such a ridin' as was never seen on a New Orleans race track.

"Down the stretch they came, fightin' it out for the lead, first the gray colt ahead then Black Boy leadin'. It was a nip and tuck race.

"Halfway down the stretch Black Boy flopped

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up his tail. There was a general exclamation in the crowd. 'He's all in,' they said.

"'Come on, Black Boy!' called out Lucy Thompson. 'Don't quit now. Run that hoss' heart out!'

"Then she turned and gave Fred the squarest look in the eye I ever saw from a woman. It was hatred right from her heart.

"When they flashed under the wire Colonel Ellis' colt was three lengths ahead and the 'nigger' boy ridin' him easy.

"Black Boy failed to finish in the money. He was a poor fifth, and when the wreath of roses was placed about the Ellis colt's neck, Lucy Thompson left her box in the grand stand, never givin' Fred a single glance.

"I never did know how much Colonel Ellis won, but it ran into thousands of dollars. More than one bookmaker quit business when they paid him off.

"Our boat did not leave until the next morning. That night the colonel, Fred and myself were celebratin' at the St. Charles Hotel when Major Thompson and Lucy came up. The major stopped and extended his hand.

"'Colonel,' he began, 'you won honestly. You won every dollar I have in the world. I mortgaged my farm in Kentucky to beat you, but----'

"He never finished his remark, because he was stricken with heart failure and died in the hotel lobby before we could get him to his room.

"The man from Boston, who had declared his love for Lucy so many times went home and wrote her a letter, saying that they could never marry now.

"Lucy took up her residence in Louisville

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with relatives there, and it was there that she renewed her affair with Fred. They were married a year later. A few months later Colonel Ellis died, leavin' a big amount of money to Fred, his only child.

"He quit the river, came here and bought that plantation, which he named 'Grey Hound,' after that hoss."

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MY RIVER CAREER

BY COMMODORE F. A. LAIDLEY

My steamboating commenced in 1864, at Charleston, West Virginia, on the Kanawha. It was during the Civil War. My people were all Southern sympathizers and my father had gone as a refugee over into Dixie, leaving me in charge of the salt works at Malden, just above Charleston. A number of Charleston business men--among them the late Job Thayer--decided in that year to build a steamboat, and took me in as a member of the company to be a clerk on the boat (I was only twenty-four then). She was built in Cincinnati, and we called her the ANNIE LAURIE; and for a two-hundred foot stern wheel boat she rendered excellent service as a packet between Charleston and Cincinnati.

Even during those hard times we made money with her. Job Thayer, the captain, resigned very shortly because his wife wanted him to stay at home, and I became captain, having by this time found a good man to look after the salt furnace. On one of the trips to Cincinnati, however, the Yankees commandeered the boat and sent us to carry troops back and forth up the Cumberland River to Nashville. Before this I had had a run-in with the Federals for carrying some Confeds--among them young General John McCausland, who still lives up in West Virginia

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--and for allowing some young Southern ladies to sing "Dixie," "Maryland, My Maryland," and "The Bonnie Blue Flag," in the old cabin of the ANNIE LAURIE.

Nevertheless, the Federals paid me well for the use of the boat and I was able to continue making salt up at Charleston and shipping it by river down to Cincinnati. About the close of the war I sold the salt works and devoted all my time to the ANNIE LAURIE. And it was hard work, too, for a young man--the responsibility of that boat on my hands, to say nothing of the support of my mother and a family of nine, of which I was the oldest brother. I was the agent for the company that made the salt, and we did a good business among the meat packers at Cincinnati. Cincinnati was just then coming to the fore as a meat packing center.

In 1867, I sold the ANNIE LAURIE and I never knew what became of her eventually. She had the prettiest whistle of any boat on the river. All the dogs in Charleston used to come out on the levee and howl when we came into town. For the next twelve years I was agent for the salt company and for a number of meat packers here in Cincinnati, and we did a land office business. "F. A. Laidley & Company" became known all over the country as meat packers. When the first train of the Cincinnati Southern Railroad pulled out it was loaded to the top and from end to end with meat products from our company. I had made an arrangement with the company and had plastered those twenty with enormous posters bearing the name of our firm. They stayed stuck, too, for people would write me for years afterwards that they had

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seen them in all parts of the country. That was in '81, I believe. And that was the biggest year for Cincinnati in the meat packing line and for our concern. Our firm did a three million dollar business that year, and for a month or more I owned every pound of meat--packed or on the hoof--in the city of Indianapolis. But pretty soon Chicago, being the railroad center, got the meat industry away from us, and I had to look for other enterprises.

When the steamboat business once gets hold of you, you love it always. And so when I had an opportunity in 1884 to join some other gentlemen here in organizing a line between Cincinnati and upriver points I was glad of the chance. Steamboating was already on the decline, due to the encroachments of railroads, but there was, nevertheless, a lot of business being done. I became president and general manager of the Memphis and New Orleans Packet Company, of the Cincinnati, Portsmouth and Big Sandy Packet Company, and (later) of the Louisville and Cincinnati Packet Company. We had some fine boats: the JOHN W. SPEED, the BOSTONA and the BONANZA among them. I built the fine side-wheelers CITY OF LOUISVILLE, CITY OF CINCINNATI and the INDIANA. That was in 1896. And in the Louisville and Cincinnati trade we really made money, though with the other lines it was about on even draw.

The bad ice gorge of 1917 destroyed the LOUISVILLE and CINCINNATI. That ended my steamboating.

I am now in my eighty-seventh year. I can remember back to 1849. When I was a little shaver in the '50s I used to visit at "Maple

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Grove," my grandfather's plantation on the Ohio, where Huntington, West Virginia, now stands, and I used to watch those fine steam-boats go by to Pittsburgh. They burned wood and the sparks would roll out of their stacks in a way that thrilled me.

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APPROPRIATIONS FOR THE LOCKS

The first appropriation for the Ohio River was made in 1824. Madison was President when seventy-five thousand dollars was set aside for river improvements.

The President placed this sum in charge of the engineering corps, and up to this time the engineers have been in charge of all funds appropriated for river improvement. We river men are very well satisfied with their stewardship. For more than fifty years after this first appropriation for river improvement there was determined opposition to ever locking and damming the Ohio.

In 1874 Colonel W. E. Merrill, after studying the moveable dams in France, recommended the chaonine wicket dam for the Ohio, and suggested that one for trial be built four miles below Pittsburgh, to be known as Lock No. 1 (or Davis Island Dam). If this was successful he would recommend others to be built above Wheeling, West Virginia.

Captain John A. Wood accepted Colonel Merril's plan as a compromise, for he had been opposed to the idea. A moveable dam with a lock chamber 110 feet wide and 600 feet long was agreed upon. Congress authorized dam No. 1, on March 3, 1879, and this lock was completed in

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1885. It proved a success and created such an interest among steamboat owners that it brought about the organization of the Ohio Valley Improvement Association in 1895. Through the efforts of this organization the Pittsburgh harbor was extended to Beaver Dam, and the channel changed from six to nine feet in the harbor by congressional authority, given in 1905. At this time Congress passed a bill authorizing the survey of the whole length of the Ohio River.

On June 25, 1910, Congress passed the River and Harbors Bill, providing for the complete canalization of the river by a network of moveable dams.

Captain Hiram Roush was pilot on the U. S. tender used by the engineers on their three year's survey, making landings to locate locks.

Now after nineteen years, the entire system has been completed, and a nine foot stage assured between Pittsburgh and Cairo, Illinois, at the mouth of the Ohio River, a distance of about one thousand miles.

From John L. Vance, the first president, Oscar Barrett, the second and last president, down to the last man who has served in any official capacity in this organization their work will stand for ages as a monument to their memory.

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HISTORY OF "THE WATERWAYS JOURNAL"

BY CAPTAIN DONALD T. WRIGHT

The original WATERWAYS JOURNAL bore a different name. It was founded as THE RIVER in 1887 by Captain Abbott Veatch, a steamboatman from Evansville, Indiana, who is still remembered at this writing, 1928, by many living river men though Captain Veatch himself has been dead a number of years.

Tradition, doubtless more poetical than true, springing perhaps from the animosity of river men toward the railroads, has it that the Louisville and Nashville Railroad Company backed Captain Veatch in founding a weekly river publication. The idea was said to be based on a plan that through his trips along the rivers in the interest of such a publication, Captain Veatch would act as a spy for the L. & N., in obtaining data as to the origin of steamboat shipments and the rates at which they were carried by the various boats. This writer gives no credence to the story, although it has been told to him by more than one old-timer. It is noted here, merely in passing, in order to make the observation that ill feeling between river men and railroad men is today practically nonexistent. The present day WATERWAYS JOURNAL numbers some of the leading railroad presidents of the largest systems in the United States

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among its subscribers and constant readers. One of the objectives of the WATERWAYS JOURNAL of 1928 is to further co-operation between river and rail transport as well as to further co-operation between the men engaged in both these modes of transportation.

The size of the pages of THE RIVER were also different from those of today's WATERWAYS JOURNAL, being about the size of typewriter stationery, or eight and one-half by eleven inches.

The file of THE RIVER is maintained complete to this day in the office in St. Louis, Missouri, of the WATERWAYS JOURNAL and is most interesting indeed. Very valuable are the bound volumes of this magazine from 1887 on down through four decades for they constitute the most complete record in the United States of transport by the inland waterways.

In 1891--rather curious in view of the reported support of a strong railroad system--THE RIVER met such serious financial difficulties that it suspended publication for two weeks and was sold at auction. It was purchased by William Arste, of St. Louis, who immediately resumed its publication in the present form and size with an optimistic statement that he was sure the river interests were sufficient to support a weekly publication. At the very outset, Mr. Arste had great difficulty in obtaining the necessary number of subscriptions to justify his endeavor, and at no time during the following twenty-nine years did his subscription list reach higher than somewhat over 1,700 copies a week. Most of the subscribers he obtained by personal solicitation made in periodical trips, once every year, over all the forty-four

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navigable rivers embracing the Mississippi system as well as to other river systems draining into the Gulf of Mexico such as the Chattahoochee, Black Warrior, Tombigbee, and Alabama, and the Teche and other Louisiana bayous. When he sold the WATERWAYS JOURNAL at the end of 1920 to the present writer it was conservative to have said that he had met face to face ninety out of every one hundred steamboat men on the rivers mentioned and, in most cases, was well acquainted with them personally even to knowing their characteristics and particularly their attitude about subscribing for the WATERWAYS JOURNAL.

During the years from 1894 to the latter part of 1919, Mr. Arste, in his work as publisher, was greatly aided by Miss Kathlien Smith, who, like himself, is still living, and is remembered by thousands of river men. Miss Smith was the person who labored faithfully, week in and week out, for a quarter century, in the office of the WATERWAYS JOURNAL. At times Mr. Arste's trips in quest of advertisements and subscriptions kept him away from St. Louis as long as three months at a stretch, yet the weekly river news was always mailed out on time late every Friday through the faithful efforts of Miss Smith. In fact, since its purchase by William Arste in 1891 to the present day, the WATERWAYS JOURNAL has never failed to be in the mails in St. Louis once every week and only on a very few occasions has its publication been delayed from Friday until Saturday, and never has it been later than that.

Near the end of his career as publisher, Mr. Arste spent almost a year of labor getting up a

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souvenir number of the WATERWAYS JOURNAL. On the occasion of President Taft's trip down the Mississippi in 1909 he had distributed a special number that was very creditable, but in April, 1919, he had the honor of seeing the largest WATERWAYS JOURNAL in history come off the press--a magazine of sixty-four pages profusely illustrated and containing the biography and picture of practically every man then prominent in river affairs between Pittsburgh, St. Paul, Kansas City, and New Orleans. His record of the largest WATERWAYS JOURNAL stands to this day--September 15, 1928.

In 1920--Miss Kathlien Smith, by reason of ill health and the need of a rest, having tendered her resignation the year before--the strain of keeping alive a paper devoted purely to the interests of river navigation began to tell on Mr. Arste. Moreover, without the services of Miss Smith, he was unable to make his periodical visits along the rivers to keep up the magazine's support. Another factor was the affection he had come to hold for life in the out-of-doors, growing out of his many trips on boats and even in skiffs when it was necessary to reach isolated places in the quest for a subscription or two. Gradually he made up his mind to sell out, though only provided he could be sure that the purchaser would maintain the tradition of the magazine which, in brief, was a one hundred per cent devotion to the cause river navigation.

In a quiet way he communicated his willingness to sell to this writer who had first come to his attention in 1909 as a new subscriber from Oil City, Pennsylvania, way up the Allegheny

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River in that state. Mr. Arste, naturally enough, liked the subscribers who faithfully renewed their subscription promptly at the end of every fifty-two weeks. He had also noticed the contributions of reading matter from the youthful subscriber whom he felt could be trusted to "carry on." He had, however, some misgivings as to the young man's ability, for young he was, to go out along the rivers and secure real business support as well as mere topics of news about which to write.

To make a long story short, the sale was made effective January 1, 1921, and the resultant change in the magazine itself was slight. The policy was to have the same kind of news and reading matter but, if possible, more of it and to have it as accurate and reliable as possible. Six weeks after the sale Miss Kathlien Smith returned to her former post in the office and this enabled the new publisher, as had his predecessor, to get away from St. Louis for trips of personal contact. On these trips he has always endeavored to be truthful and dependable and in writing news or articles to say something good or else say nothing at all. The return of Miss Smith also served to Carry over the old regime into the new era and to provide the new publisher with the wisdom of past experience as learned by his assistant who had been associated with his predecessor so many years.

On May 1, 1923, Miss Kathlien Smith left the employ of the WATERWAYS JOURNAL for the second and probably the last time. She embarked in a business of her own, the wholesale raising of flowers for the retail market, at Overland, a

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St. Louis suburb, where she has the best wishes of her host of friends and admirers.

Succeeding Miss Smith was Captain Sam G. Smith, descendant of an old and highly respected family of the South, and the seventh Samuel Granville Smith to bear an honorable name handed down from father to son through seven generations. Born in Tennessee and spending his boyhood there, in Arkansas, and in Florida, and with a college education obtained at Sewanee College in Tennessee, Sam G. Smith startled the members of his family by following the life of a river man rather than becoming a member of one of the professions. Undaunted, the young man began his working career as third or "mud" clerk of the Anchor Line packet CITY OF PROVIDENCE in the St. Louis and Natchez trade under purser Oscar W. Moore, who, in 1928, is still "in harness" as purser of the packet GOLDEN EAGLE between St. Louis and Peoria, Illinois, on the Illinois River. Sam G. Smith "ran" on many of the famous and now fondly remembered packet boats of the eighties, nineties, and the earlier years of the present century in trades out of Cincinnati, Evansville, Paducah, St. Louis, Merinphis, and Vicksburg, rising to the post of captain and manager, and from 1910 to 1916 acting as Auditor of the Streckfus Line, resigning to become manager and master of the steamer EAST ST. LOUIS in the St. Louis and New Orleans trade. When that boat retired from packet service he left the river for a number of years and was auditor of the Philip Gruner and Brothers Lumber Company in St. Louis, but returned to active participation in the river affairs that claimed his heart with his appointment, June 15, 1923,

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as Managing Editor of the WATERWAYS JOURNAL, a position which he holds at the present time.

As to the status of the WATERWAYS JOURNAL from 1921 to date, it is sufficient to record that coincident with the revived interest in river transportation, considerable progress has been made. From a publication of sixteen pages in 1921, it has grown to an average weekly size of twenty-eight pages bound in a handsome cover and containing a weekly digest of waterways news and affairs that finds a welcome and useful place in the hands of the largest number of subscribers in its long years of service to the men it reaches--the men who own and operate river craft or are interested in their service as shippers of freight.

In conclusion it may be stated that the publisher of the WATERWAYS JOURNAL, as he writes these lines, probing the depths of his heart, can honestly say that his life is now and ever will be devoted to the continuation of the WATERWAYS JOURNAL along its traditional lines which truly have found a receptive spot in the hearts of its typical readers who may best be described as subscribers, well wishers, friends, and staunch supporters.

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RIVER CONTROL

BY W. L. HECKMAN (STEAMBOAT BILL)

While the one hundred and one plans as to how to curb our rivers are coming in it would not seem wrong if one who has spent forty-five years of his life as successful river master and pilot on Western rivers told how in time the menace of floods will be a thing of the past.

While this is a gigantic task there is no reason why a common sense plan cannot overcome and control our rivers.

One of the first places to commence is on the Missouri River which, in a way, is the cause of most of our river ills.

Our learned men tell us that our river beds are not filling up. In my time on the river I can show you place after place in the stretch of river between Yankton, South Dakota, and Cairo, Illinois, that forty years ago were one-half mile wide and from thirty to fifty feet deep, but today are two miles wide with less than twenty feet in the deepest place. The pilots that came on our rivers first report but few sand bars in the Missouri River and none in the Mississippi.

Today you can trace Missouri River sand bars almost to the sea, thousand upon thousand acres of them. These bars of sand and silt annually

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work nearer the sea and are one of the main causes of our high levees in the South.

Only part of the mountains of sand and silt that go out into the Mississippi reach the sea. If the sand does not stop in the bed of the Mississippi and in the adjoining low bottomlands where else does it go?

Before civilization came our banks fronting our rivers in this district were built up high by the heavy timber and undergrowth catching the sediment from each flood. You know that the Missouri River water in flood time is twenty-five per cent silt. Today these high banks are almost all gone, the river is more than twice as wide, and has no adequate depth to carry off a flood. It seems like our Maker put the rocks, trees, willows, gravel and all the materials in sight for any project that may be undertaken in this district, so man can correct his mistakes of clearing all bottom land of timber.

Between St. Louis and Memphis the annual expenditure of dredging Missouri River sand out of the channel of the Mississippi runs into millions. This sand is only pumped out of the channel of the river to one side. In my plans this sand would be pumped behind concrete dikes never to return to the river channel to be pumped again and again.

The Isaac Walton League lately went on record for reforestration. In this, the stretch of river mentioned can be made some 300,000 acres of the finest timber land imaginable. This made land in time would pay for all river improvement, while the increase in value to the low bottom lands back of these built up forests would run into untold millions.

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No planting, nothing to take care of, and in fifty years time these forests would be one of the wonders of the world. They would hold back the rain water, allowing it to run into the rivers more gradually, thus helping low water navigation.

Granting that in the next five years we can put our rivers in shape for navigation under our present methods of river protection, does it pay to put in work that lasts from five to forty years when by spending two or three times the amount we can put in work that will last forever? Where revetment or retards are needed in our long bends they can be put in to last for all time by doubling the amount spent under present methods. In stretches of river from five to thirty miles long, where the river should be held against a line of bluffs, there should be an up and down river concrete dike with cross dikes or retards from this same dike running to the shore to make the fill. These cross retards or dikes should be made of native cheap timber as in time they would be filled up and over, and their purpose fulfilled. This kind of work would last always as we now have a concrete piling that can be sunk right down to bed rock if necessary, instead of running, as now, against ends of low wooden dikes made out from the bank that time and pressure must and do wash away. After building up and down river dikes where the floods would not make a fill fast enough, our dredges could be used to hasten this building and, at the same time, deepen the river channel.

The land owners along the rivers would be pleased to let the present line of the river bank be the dividing line of property and all

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made land should belong to and be controlled by our government or any contractor strong enough to undertake one of these projects. Then living in our river bottoms would be a paradise instead of a menace.

Our river problem from the mouth of the Ohio south is a yet more gigantic problem, owing to much deeper water and a larger volume to contend with. The levees there will have to be kept up until the Missouri is harnessed, then with outlets from Vicksburg out and reservoirs in all streams heading in the mountains. In time, the high levees can be done away with as our streams will wash deep enough to carry off a flood.

Some fifteen years ago Dr. G. H. Tichenor, of New Orleans, wrote article after article in the WATERWAYS JOURNAL and the press generally against closing outlets of the Mississippi. And a long, long time before this Captain Eads and Captain Leathers said that the outlet into Lake Borgne should not be closed. These were the same warnings as this article is trying to give.

Every once in a while good men suggest methods; in fact, we have plans of dams at the Chain of Rocks above St. Louis and at different places in the Mississippi below the mouth of the Missouri. Do they ever stop to figure how high these dams would eventually have to be built as long as the Missouri is left to deposit sand and silt in the dead water made by these dams? The made land along our river fronts can be built up as high as needed and in time the game alone in these woods would net nearly a million a year to the public, while the fish in our reservoirs and the hollows dammed off in our

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mountain streams would net about the same. Some will say this is a big statement. On one island alone on the Missouri River the rabbit crop runs, when left alone by floods, nearly a thousand dollars, not mentioning the other game and the mushrooms also damaged and lost by every flood.

Some of our best engineers claim it is not policy to straighten a swift river like the Missouri. I claim it should be straightened in stretches of from five to thirty miles where it is held down a line of bluffs, then bounced from bluff to bluff where it wants to do this, not try to make a river do what running water will not do.

It is not the straight deep river that is the most rapid in time of a flood but the wide flat places and in the bights of our long bends. Besides, the crooked river forms eddies and pools of dead water that hinder it from reaching the sea. In saying that the rivers between Yankton and Cairo should be made permanent, first of all I do not mean that work should stop on levees and outlets in the South but I do say that the fundamental part of all river improvement must start on the Missouri River to hold all caving banks; and the only way to do this is to work with the current, and not against it. The Platte River in Nebraska must also be reckoned with in river projects as it is the main tributary feeder of pure sand to the Missouri River.

When Columbus went before the court of Spain in his plea for ships the wise councilors of Queen Isabella said nothing could be more foolish than the dreams of this ignorant sailor.

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So it is today. The river pilots are not consulted. Perhaps if some of our best pilots were consulted they could devise a plan to hold the waters that are our life study; at least we could furnish expert testimony. One of our immortal number quit the river to write several readable books.

In a late high water trip with a towboat from Alton, Illinois, to Kansas City, Kansas, we found our easiest water on the whole trip in the stretch of river between the foot of Randolph Bend and the mouth of the Kaw River. In one stretch of eleven miles of river we had three bridges. These bridges were the easiest to run of any we had on the whole trip because here the river had been held in one chute long enough to wash deep and become slack.

In front of St. Louis, between the Merchants and Free bridges, a distance of some three and a half miles, we had almost a deep sea channel. This is caused by the river's being confined to one chute and the sand being pumped out of the river bed for commercial purposes.

In the flood of 1903 on the Missouri River we know of two whole islands of over eight hundred acres each that went out of the river into the Mississippi, houses and all. If they had followed Captain Hapstonstall's suggestions and used ore rock, the cheapest thing we have, I for one would be clipping more coupons than I am now as one of these islands belonged to my father, also the eight houses and farm machinery that went with it.

Courtesy THE WATERWAYS JOURNAL

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THE PITTSBURGH DISTRICT

(FROM THE WATERWAYS JOURNAL)

Pittsburgh not only is the head of navigation but it also continues to hold first place as a boat and barge building center. The past year was a good productive twelve months and the forecast made a year ago that barge building would increase was realized. Approximately 300 pieces, boats and barges, were constructed in boat yards of the Pittsburgh district, requiring about 50,000 tons of steel plates. These hulls when completed will have a carrying capacity of a total of 210,000 tons. The valuation of this equipment for the carriage of water borne freight is about 24,500,000. These hulls were built in the yards of the American Bridge Company, Ambridge; Dravo Contracting Company, Neville Island; Jones and Laughlin Steel Corporation, Pittsburgh; Midland Barge Company, Midland; and the Riter-Conley Company at Leetsdale.

Construction work along the shores of Pittsburgh rivers also practically reached the peak, with the Dravo Contracting Company capturing the prize in constructing one of the largest docks on the Ohio River for the Weirton Steel Company and building piers for a number of bridges. The General Contracting Corporation, aside from a number of contracts, practically

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completed the construction of dam No. 4, Allegheny River, and would have completed this structure had not high water forced them in August to suspend operation for the season. The Foundation Company also was on the list with the construction of piers for bridges. Contractors for river construction work who viewed the 1926 situation with alarm about a year ago now, at the beginning of 1927, are in an optimistic frame of mind and predict a big construction year.

Sand and gravel concerns continue their peak of production. According to the Government report up to December 1, the tonnage of sand and gravel on the Allegheny River was 1,179,830; on the Monongahela River, 2,105,183; and on the Ohio River, 2,840,954. The figures for the Allegheny River are for the improved portion only of twenty-three miles. These figures would double if the present project of eight locks and dams were completed.

The total tonnage figures for Pittsburgh rivers for the same period to December 1, were 2,318,183 tons on the Allegheny River; 22,354,100 tons on the Monongahela River, and 8,682,053 tons on the Ohio River. On the Monongahela River for the eleven-month period, the tonnage exceeded all those for twelve months for the last sixteen years with the exception of the year of 1920, when tonnage figures for the twelve months were 24,250,000. The figures for the same period on the Ohio River exceed all those for twelve months during the last sixteen years, by more than a million tons. Compared with the figures of the last sixteen years, tonnage on the Allegheny River has decreased.

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With the removal of Major E. L. Danley as district engineer of Pittsburgh, the Pittsburgh district lost a most energetic and efficient officer who had the interest of Pittsburgh transportation at heart. River men generally believe that the War Department erred in removing a man of this type, especially since considerable work for the improvement of the district is in prospect. In this prospect is contained the completion of the existing Allegheny River project, the construction of locks six, seven and eight, the extension of the present project, reconstruction of locks one, two and three on the same stream; the construction of Deadmans lock and dam on the Ohio River, with the possible survey of a third fixed lock and dam at a point further downstream on this side of the Beaver River; on the Monongahela River, the possible reconstruction of Lock and Dam No. 4, or the addition of an extra lock to the present structure.

River men contend that the removal of an experienced engineer is detrimental to improvements and will cause considerable hardships to the developments of an important district. The "Post" has gone on record as opposing encroachments on navigable rivers and it is significant that a fill was permitted in the Ohio River totalling more than 20,883 cubic yards at one place alone. This fill during high water will mean the displacement of approximately 4,208,333 gallons of water. This is the answer to the oft repeated question, why are floods higher every year. It is contended that there is a movement under way to close all the back channels in the Ohio River and connect existing

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islands with the mainland. If this is permitted and the construction of a so-called sea wall around the Point of Pittsburgh, future floods will be a calamity, not to Pittsburgh but to the upriver boroughs and cities. And if walls are built on both sides of the river, Pittsburghers will be placed in the same class as New Orleans, where boats often pass on a level with the second floor of buildings that border the river front. Every cubic yard of material placed in the river displaces 202 gallons of water.

Pittsburgh's supremacy as an inland empire will continue, but its shores must be held inviolate, to permit free and uninterrupted passage of the waters that made it possible for Pittsburgh to be built. Boat and barge building during the coming year will be slightly better than in the past year and with the completion of the Ohio River project to make all the year navigation possible to Cairo for an outlet to the seas, the construction of river craft will see an immense upward trend.

River men know that there are political rocks and sand bars in the channel ahead and the remarks made in the National Rivers and Harbors Congress to be ever vigilant were based on facts. This is true as, since water borne freight increased, the eyes of the nation have been focused on our waterways. It was remarked recently: "They're all getting on the waterways wagon, and there is danger of pushing the driver off."

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COMPLETION OF THE NINE-FOOT CHANNEL

BY HERBERT HOOVER

I am speaking tonight from the deck of the steamboat at the Louisville Levee. During the day we have completed the journey from Cincinnati to Louisville as part of the celebration of the Ohio Valley upon the completion of the improvement of the Ohio River into a modern waterway.

The river has now been formally opened to traffic from above Pittsburgh, 1,000 miles of modernized waterway leads to the sea at New Orleans. By dams and locks, by dredging and revetments, we have transformed the Ohio River from a stream of shallows, ofttimes dangerous even to rafts, into a canalized waterway of an assured nine feet of depth at all seasons. This transformation will not revive the romantic steamboatin' days of Mark Twain, but it will move more goods.

The picturesque floating palaces of Mark Twain's day drew two or three feet of water and even then found their way precariously around the bends among the snags and over sand bars. In time they were unable to compete with the spreading railroads, and river navigation passed into its Dark Ages. But now is its day of renaissance. Upon deep and regular channels unromantic Diesel tugs now tow long trains of

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steel barges. What the river has lost in romance it has gained in tonnage, for in steamboatin' days 500 tons was a great cargo, while today 10,000 tons is moved with less men and less fuel. It is thus by deeper channels and new inventions that our rivers cone!! back as great arteries of commerce after half a century of paralysis. And the new waterways are not competitive, but complementary to our great and efficient railways. It is the history of transportation that an increase of facilities and a cheapening of transportation increase the volume of traffic.

In the steamboatin' days the rivers were the great arteries for travel. Those who must hurry will have little inclination to journey by river steamers, but those who wish recreating may well return to this magnificent and powerful river. The majesty of the Ohio was born of the Ice Age, half a million years ago. Its beauty remains today undisturbed by our improvements, and will remain long after our Nation and race have been replaced with some other civilization. And those who love the glories of "Ole Man River" may now again find rest and food for the soul in travel on its currents.

The Ohio has a large place in the history of our race. On this route 250 years ago birch canoes carried La Salle and his first party of white men into the wilderness of the Middle West. He was the first to visit the falls of Louisvillie, whose roar is this moment in my ears. Down this valley through succeeding centuries poured the great human tide that pioneered the greatest agricultural migration in history. In turn came the explorer, the trapper,

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the early settler, the sweep of farmers ever pressing back the frontier in search of virgin land and independent homes of virile men and women. From forefathers schooled of courage, adventure, and independence, of a spirit tempered by hardships, have sprung a race of men and women who have oft given leadership to the building of our Republic.

The improvement of this great water route has been ever present in the vision of our statesmen. George Washington first voiced its potentiality to our new-born nation. In reporting on one of his early journeys he said:

"Prompted by these actual observations, I could not help taking a more extensive view of the vast inland navigation possibilities of the United States, both from maps and the observation of others as well as myself, and could not but be struck with the immense extent and importance of it and with the goodness of that Providence which has dealt its forces to us in so profuse a hand. Would to God that we may have the wisdom and courage to improve them."

Today, after this 160 years, Washington's prayer has come true in a greater sense than even he dreamed. Other Presidents in succession over our history have striven for its development, from Jefferson on down. Lincoln's first political speech was a plea for its improvement. Our Nation sometimes moves slowly, but its will is not to be thwarted. It has been a gigantic task, this transformation of the Ohio. It represents an expenditure and a labor half as great as the construction of the Panama Canal. Like many current problems, the development of our rivers is never a finished

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accomplishment. It must march with the progress of life and invention.

While I am proud to be the President who witnesses the apparent completion of its improvement, I have the belief that some day new inventions and new pressures of population will require its further development. In some generation to come they will perhaps look back at our triumph in building a channel nine feet in depth in the same way that we look at the triumph of our forefathers when, having cleared the snags and bars, they announced that a boat drawing two feet of water could pass safely from Pittsburgh to New Orleans. Yet for their times and means they too accomplished a great task. It is the river that is permanent; it is one of God's gifts to man, and with each succeeding generation we will advance in our appreciation and our use of it. And with each generation it will grow in the history and tradition of our Nation.

And while we celebrate the completion and connection of a great waterway 2,000 miles, from Pittsburgh to New Orleans, we have still unfinished tasks in improvement of our other great waterways up to the standards we have established upon the Ohio.

Some have doubted the wisdom of these improvements. I have discussed the subject many times and in many places before now, and I shall not repeat the masses of facts and figures. The American people, I believe, are convinced. What they desire is action, not argument. I may, however, mention that as the improvement of the Ohio and its tributaries has marched section by section during this past twelve

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years the traffic has grown from 25,000,000 tons to over 50,000,000 tons annually. Yet it is only today this great branch line is connected with the main trunk of this transportation system, the Mississippi. It is only now that the full movement of goods can take place between the great cities of Pittsburgh, Cincinnati, Louisville, on one hand, and St. Louis, Memphis, New Orleans, and the wide ocean on the other.

With the completion of our national job on the Ohio, with the celebration of this day, we can well turn our minds toward the other great jobs in waterway improvement which lie before us. The Ohio is but one segment of the natural inland waterways with which Providence has blessed us. We have completed the modernization of but one other of the great segments of this system--that of the lower Mississippi.

Five or six years ago I had opportunity to join with those many representatives of the Midwest in council as to the method by which we could strengthen national interest in the energetic development of the other parts of this great system. At that time I suggested that all these tributaries of the Mississippi and the Great Lakes comprised a single great transportation system. That it must be developed in vision of the whole and not in parts.

Without delaying to traverse the detailed ramifications of these great natural waterways, I may well summarize their present condition and enunciate the policies of my administration in respect to them:

1. As a general and broad policy I favor modernizing of every part of our waterways which

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will show economic justification in aid of our farmers and industries.

2. The Mississippi system comprises over 9,000 miles of navigable streams. I find that about 2,200 miles have now been modernized to nine feet in depth, and about 1,400 miles have been modernized to at least six feet in depth. Therefore, some 5,000 miles are yet to be connected or completed so as to be of purpose to modern commerce. We should establish a nine-foot depth in the trunk system. While it is desirable that some of the tributaries be made accessible to traffic at six or seven feet, yet we should in the long view look forward to increasing this latter depth as fast as traffic justifies it.

This administration will insist upon building these waterways as we would build any other transportation system--that is, by extending its ramifications solidly outward from the main trunk lines. Substantial traffic or public service cannot be developed upon a patchwork of disconnected local improvements and intermediate segments. Such patchwork has in past years been the sink of hundreds of millions of public money.

3. We must design our policies so as to establish private enterprise in substitution for Government operation of the barges and craft upon these waterways. We must continue Government barge lines through the pioneering stages, but we must look forward to private initiative not only as the cheapest method of operation but as the only way to assured and adequate public service.

4. We should complete the entire Mississippi

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system within the next five years. We shall then have built a great north and south trunk waterway entirely across our country from the Gulf to the northern boundaries, and a great east and west route, halfway across the United States. Through the tributaries we shall have created a network of transportation. We shall then have brought a dozen great cities into direct communication by water; we shall have opened cheaper transportation of primary goods to the farmers and manufacturers of over a score of states.

5. At the present time we have completed 746 miles of intra-coastal canals. We still have approximately 1,000 miles to build. We should complete this program over a period of less than ten years.

6. We should continue improvement of the channels in the Great Lakes; we should determine and construct those works necessary for stabilizing the lake levels.

7. One of the most vital improvements to transportation on the North American Continent is the removal of the obstacles in the St. Lawrence River to ocean-going vessels inward to the Great Lakes. Our Nation should undertake to do its part whenever our Canadian friends have overcome those difficulties which lie in the path of their making similar undertakings. I may say that I have seen a statement published lately that this improvement would cost such a huge sum as to make it entirely uneconomical and prohibitive. To that I may answer that after we have disposed of the electrical power we could contract the entire construction for less than $200,000,000, divided between the two Governments

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and spread over a period of ten years.

8. We shall expedite the work of flood control on the lower Mississippi in every manner possible. In the working out of plans we find it necessary to reconsider one portion of the project, that is, the floodway below the Arkansas, but work in other directions will proceed in such fashion that there will be no delay of its completion under the ten-year program assigned to it.

9. With the increasing size of ocean-going vessels and the constantly expanding volume of our commerce, we must maintain unceasing development of our harbors and the littoral waterways which extend inland from them.

10. The total construction of these works which I have mentioned amounts to projects three or four times as great as the Panama Canal. In order that there may be no failure in administration, and as an indication of our determination to pursue these works with resolution, we have in the past month entirely recast the organization of this executive staff in the Government. With the approval of the Secretary of War, and under the newly appointed Chief of Engineers, we have assigned to each of these major projects a single responsible engineer. We thus secure a modern business organization, direct responsibility, and continuous administration. We wish to see these projects completed with all the expedition which sound engineering will permit. We shall be able by this means to place responsibility, without question to failure, and to give credit without question to the men who bring these great projects to successful completion.

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At the present time we are expending approximately $85,000,000 per annum on new construction and maintenance of these works. To complete these programs within the periods I have mentioned will require an increase in the Government outlay by about $10,000,000 per annum not including the St. Lawrence; at most, including that item, an increase in our expenditures of say $20,000,000 a year. A considerable proportion of this will end in five years' time. It is of the nature of a capital investment.

This annual increase is equal to the cost of one-half of one battleship. If we are so fortunate as to save this annual outlay on naval construction as the result of the forthcoming naval conference in London, nothing could be a finer or more vivid conversion of swords to plowshares.

To carry forward all these great works is not a dream of the visionaries--it is the march of the Nation. We are reopening the great trade routes upon which our continent developed. This development is but an interpretation of the needs and pressures of population, of industry, and civilization. They are threads in that invisible web which knits our national life. They are not local in their benefits. They are universal in promoting the prosperity of the Nation. It is our duty as statesmen to respond to these needs, to direct them with intelligence, with skill, with economy, with courage.

A nation makes no loss by devotion of some of its current income to the improvement of its estate. That is an obligation we owe to our children and grandchildren. I do not measure the future of America in terms of our lifetime.

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God has truly blessed us with great resources. It is our duty to make them available to our people.

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INDEX

Adams, Maj. John D., 33

Agnew, Capt. John, 167-169

Agnew, Wm., 69

Andrews, Lee, 69, 148, 180

Arras, J. W., 271

Arste, Wm., 296-300

Augustine, Bruce, 250

Bailey, John, 43, 180

Bailey, Phil, 180

Bain, Maj. Jarvis J., 271

Baker, A. L., 20

Ball, Geo., 106

Ballard, Steve, 180

Barnes, Capt. Charlie, 139-140, 148-149

Barnes, Jos., 13

Barrett, Capt. Oscar, 80, 294

Barton, Charles, 43

Bates, J. M., 38

Baxter, Capt. Zenas, 34

Bay, Capt. Geo., 34, 39, 46, 48, 62, 104-108, 160, 261

Bay, Katie, 261

Bay, Sallie, 105

Bay, Capt. Will, 2, 34, 37, 45, 47, 48, 62, 104-108, 160

Beans, Geo. 181

Becker, Mary, 142

Bedinger, Maj. Henry, 10

Biggs, Geo., 28

Blair, Maj. T. L., 277

Boggs, Ernest, 181

Booth, Crate, 27, 180

Boteler, Hon. A. P., 15

Bowen, John, 106

Bowen, Wm., 66, 69

Bowyer, C. C., 153-54

Boyce, Henry, 113

Brenan, John, 3, 58

Bryant, Joe, 180

Bryson, Capt. Ike, 122, 161-62

Bufner, Pete, 180

Burnside, Capt. E. A., 140

Bush, Cora, 263, 264

Camon, Capt. John W., 99

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Campbell, Gene, 180

Campbell, Capt. James, 59, 60, 178

Carr, Col. Robt. S. (Uncle Bob), 73, 231-239

Chase, Chas. 222-23

Cities--see Towns and Cities

Clark, Capt. Thos. E., 141

Claydale, Wm. Bowen, 180

Clement, Capt., 21

Clinton, Dewitt, 20

Companies

Bay Brothers, 34-35, 39, 50, 61, 104-108

Cincinnati Marine Dry Dock Co., 53

Davidson Line, 157

Dravo Contracting Co., 308

Ella Layman Towboat Co., 235

Galena & Minnesota Packet Co., 157

Hardwick Brothers, 115-120

James Rees Sons Co., 125

New Packet Co., 56

Ohio Steamboat Co., 20

Portsmouth & Pomeroy Packet Co., 28, 110, 120, 127

St. Louis Towboat Co., 116

U. S. Mail Line Co., 39, 56, 108-109, 127

Wheeling Packet Co., 40

White Collar Line, 35, 38, 39, 46, 56, 86, 109-114

Conley, Owen, 180

Cook, Hon. C. Lee, 140-41

Cook, Lewis A., 273

Crawford, Carl, 60

Crawford, Geo., 106

Crawford, Kate, 119

Cropper, Josh, 3, 54, 180

Cross, Jim, 69

Curtis, E. L., 43, 119

Curtis, Mrs. Lou, 262

Curtis, Teresa R., 3

Damaron, Geo. W., 60, 162

Dandridge, Darske, 15

Dashner, Charlie, 54, 135-136

Davey, Julian, 66

Davidson, Delilah, 148

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Davidson, Uncle Jimmy, 1, 180

Davidson, Will, 54, 157-160

Davis, Capt. John, 225

Dawson, Capt. Scott, 250

Dennis, Brois, 54, 180

DeWolfe, Capt. Dor, 34

Dillon, Mattie, 2

Drake, Maj. M. A., 277

Dufour, Capt. Charlie, 61

Dugan, Tom, 2, 27

Dukes, Capt., 185

Dupey, Capt. Jim, 154-155

Dusenberry, C. C., 43, 50, 107

Eaton, Dow, 38

Eaton, Mrs. Dow, 46

Eaton, Rufus T., 5

Elison, Capt. Frank, 53

Ellis, Fred, 281-87

Ellis, Col. Geo., 281

Faddis, Capt. J. S., 273-74

Ferries

Central City, 83

Monitor, 83

Pioneer City, 83

Fink, Capt. John, 163-165

Fiske, Jim, 92, 96

Fitch, John, 10, 11

Ford, Wash, 279

Franklin, Will, 54, 180

Freeland, Peter, 75

French, D., 21

Fuller, Frank, 50, 157

Fulton, Robt. 8, 20, 21, 24

Gamble, Capt. J. M., 40, 41, 49, 76, 150-151

Gardner, Capt. Geo. W., 93

Gordon, Mose, 241

Gates, Dr., 62

Gates, Gen. Horatio, 10, 11, 14, 15

Gibbs, John G., 228-230

Glenn, James M., 110

Gordon, Isaac, 181

Gray, David, 16

Greene, Capt. Gordon C., 35, 40, 76, 141-145, 180

Greene, Mrs. G. C., 142, 143, 145

Gregg, Capt. J., 22

Hale, Capt. John P., 73

Hamilton, Capt. Sam, 44, 68

Handley, Alex, 32

Handley, Cal, 3

Handley, Hattie, 2

Handley, James Wm. (Will), 162-63

Handley, Kate, 2

Handley, Wm., 121, 180

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Hardwick, Capt. Fred, 116-17

Harris, Cecil, 181

Harris, John, 181

Harris, Levi, 181

Hart, John D., 21

Hatfield, J. T., 116

Hayslip, Andy, 68, 180

Hazlet, Andy, 3

Heatherington, Jacob, 165

Higgins, Capt. Taylor, 87

Hight, Wash, 244

Hill, J. J., 158-60

Holloway, Bill, 180

Holloway, Com. C. M., 45, 56, 109, 126-129

Holloway, Capt. John, 54

Holloway, Pete, 180

Honshall, Gus, 54, 121

Honshall, Com. Wash, 28, 38, 39, 43, 56, 59, 65, 66, 92, 96, 116,1119-122, 160

Hubbard, John W., 115, 146

Huntington, Collis P., 42, 54, 119, 121

Irons, Johnny, 50

Irwin, Jessie, 58

Jack, Andy, 20

Jinkins, Col. Wm., 9

Johnson, Lizzy, 107

Johnson, Tom, 45, 97

Johnson, T. T., 86

Jones, Henry, 245

Kearsley, John, 16

Keck, L. R., 3, 60, 109-113

Ketchum, Geo., 60, 180

Ketchum, Mack, 66, 180

Kerr, Capt. Wash, 145-146, 160

Kilgore, Walker, 181

Kimple, Capt. Fred, 77

Kirker, Henry, 180

Kirker, Capt. Jim, 47, 79

Kirker, John, 180

Kirker, Capt. Wm., 59, 178, 180

Kitchel, Capt. Joe, 146-148

Knight, Barlow, 32

Knight, Capt. Bill, 32, 160

Knight, Ed, 32

Knox, Capt. Charlie W., 137

Knox, Capt. Geo. W., 136-37

Kouns, Ike, 160

Kountz, Crate, 180

Kountz, Lou, 180

Lacey, Capt. Dan, 72

Laidley, Com. F. A., 37, 55-58, 67, 82, 113, 115, 129-135, 289-292

Langhart, Charlie, 58

*328

Leak, Capt. Jim, 117

Leathers, Capt. T. P. 99, 101

Lee, John, 114

Linburn, Jack, 58

Linburn, John, 58

List, Billy, 68, 71

Litten, Capt. Walker, 41

Livingston, Edward, 23, 24

Livingston, Robt. R., 20

Long, John, 180

Lovejoy, Joe, 180

McAllister, Capt. A. J., 42, 43

McAllister, Jack, 27, 29, 87

McAllister, Jim, 27

McAllister, Capt. John, 27

McAllister, Mrs. John, 28

McClanahan, Henry, 57, 58

McClure, Capt. John, 167

MacCorkle, Wm. A., 236-239

McCoy, Robt, 114

McCoy, Sam, 49-51

Mace, Carl, 27, 138-139, 180

Mace, Ellis, Jr., 180

Mace, Ellis, Sr., 180

Mace, Elma Marie, 5

Mace, E. V., 180

Mace, Guy Curtis, 5

Mace, Jim, 54, 180

Mace, Joe, 180

McGloflin, Henry, 181

McGloflin, Charlie, 181

McGuire, John, 27, 180

Maddy, Capt. Edward, 44

Marke, John, 11, 14, 16

Martin, Capt. Jim, 34

Matthews, E. H., 114

Matthews, John, 34

Mauck, Harlow B., 38

Means, Thos. W., 38

Merrill, Col. W. F., 293

Miller, Boone, 50, 107, 180

Miller, Capt. H. N., 73

Miller, Ike, 180

Montgomery, Capt. Alex, 116

Moore, Cato ("King"), 16

Moore, Enos, 66, 115

Moore, Oscar W., 300

Moore, Sam, 180

Moreland, Sam, 37

Morgan, Capt. Frank, 27, 59, 62

Morgan, Kendall, 54, 68

*329

Morris, Gene, 4, 34, 180

Morris, Henry, 20

Morrow, Capt. Charlie, 13, 16

Morrow, Col. John, 14, 16

Murdock, W. H., 126

Myers, Henry, 2

Myers, Sarah, 262

Noble, Oliver, 180

Noll, Capt. M. F., 79

Ogden, Frank, 21

Orcutt, Capt. A. C., 74

Owens, Ed, 114

Owens, Capt. Robt., 224-225

Pattison, Capt. Bennie, 155-56

Pell, Capt. Jas., 98

Pendleton, Philip, 16

Penn, Wm., 122-125

Penwell, Tim, 76

Phillips, Capt. John, 80

Phister, C. M., 68

Pigman, Boy, 180

Poems

I'd Like to Hear the St. Lawrence Whistle Once Again, 70-71

The Line We Traveled With For Forty Years and More, 114

The Old Ohio, 17

W'en Ole Bill Jones Wuz Mate, 102-103

When the Beautiful Steamers Come In, 94-96

Power, Claude, 106

Prince, Thos., 40

Rees, Jas., 33, 63

Reynolds, Isem, 181

Reynolds, Jim, 181

Ricketts, Dr. Joe, 261

Riggs, Jake, 69

Rivers

Arkansas River, 33

Big Sandy River, 5

Guyan River, 5

Little Kanawha River, 5

Saw Mill Run, 34

St. Johns River, 45

White River, 33

Roberts, Alex, 181

Roberts, Clint, 181

Roosevelt, Nicholas J., 20

Roush, Capt. Hiram, 294

Rowley, Capt. Js., 34

Rucker, Capt. J. M., 48

Rumsey, Jas., 9-12, 14

Ryan, Mike, 113

Sayre, Capt. Silas, 273

Scatterday, Dave, 59

*330

Schmulbach, Henry, 40

Schurgg, Lew, 114

Scioto Valley R.R., 2

Scott, Capt. Dana, 80

Scott, Capt. Rye, 44, 48

Scoville, Matt, 160

Shedd, Watt, 62

Shelton, Dog, 181

Shelton, Geo. Sr., 156

Shepherd, Capt. Abraham, 14, 16

Sheppard, Joe, 27

Shingle, Edgar, 114

Shreve, Capt. Henry, 22, 23

Shriner, O. F., 82

Shute, Jim, 180

Shute, Louis, 180

Smith, Daniel D., 21

Smith, Capt. Ed, 84

Smith, Miss Kathlien, 297-300

Smith, Capt. Sam G., 42, 300

Snyder, S. M. ("Soc"), 73

Stanley, Henry M., 35

Stapleton, Nailes, 154

Steamboats

Acorn, 247

Allegheny, 182

Andy Hatcher, 225

Annie Laurie, 129, 289

America, 55

Ashley, 33

Bay, 36, 39

Bedford, 76

Ben Franklin, 56

Ben Hur, 76-78

Ben Loman, 49

Big Sandy, 4, 61, 92, 96-98

Bonanza, 36, 66, 67, 291

Bostona, 1, 3, 54-56 59, 65, 120, 136, 291

Bowyer, C. C., 93

B. T. Enos, 47

Buckeye State, 9, 146

Capitol, 152

Chesapeake (first), 29, 30, 44, 45

Chesapeake (new), 44, 45

Chris Greene, 170-174

City of Cincinnati, 67, 68, 182, 291

City of Ironton, 61-65

City of Louisville, 57, 58, 291

city of Madison, 93

City of New Orleans, 80

City of Pittsburg, 62, 67, 80-82

*331

Steamboats (Cont.)

City of Portsmouth, 27, 28

Clermont, 8, 9

Comet, 21

Condor, 4

Cotton Blossom, 93

Courier ("New" or "Little"), 40, 41, 49, 76-78

C. P. Dumont, 31, 32

Cricket, 247

Cruiser, 247

Dave Wood, 247

Dick Fulton, 55

D. T. Lane, 73-75

Dubuque, 244-246

East St. Louis, 53

Eclipse, 102

Eliza, 72-73

Emma Graham, 30, 71

Enterprise, 21

Eugene Dana Smith, 73

Exchange, 33

Falcon, 105

Fallie, 247

Fannie Dugan, 1, 2, 27-31, 44, 107

Fannie Freese, 224

Fashion, 48-50, 106

Favorite, 224

Fleetwing, 224

Fleetwood, 1, 3, 56, 57, 65, 112, 120

Frank Preston, 225

General Pike, 108

George Stricker, 262

Georgia, 46

Greenwood, 142

Greyhound, 108

Handy, 167-169

Hanging Rock, 104

Harbor Twenty-Five, 250

Harry Brown, 56

Henry Logan, 105

Henry M. Stanley, 34, 35, 37, 39

Idlewild, 33

Indiana, 55, 291

Island Queen, 170-174

Issaquena, 63

James Lee, 33

J. C. Crossley, 106

J. C. Hopkins, 225

Jerry Osborn, 224

Jessie Laziere, 33

Joe Newman, 226

John Hanna, 34

John K. Speed, 111, 291

John Moren, 247

Josie Hoskins, 225

Kate Adams, 33-34, 183-185

Katie, 75, 182

Kattie Hooper, 63

Kittanning, 271-278

Keystone State, 4

*332

Steamboats (Cont.)

Lady Walton, 33

Lightwood, 225

Lizzie Bay, 35, 37

Lizzie Johnson, 107

Lorena, 169

Louise, 2, 42-44

"Lousey Jim," 50

Minnie, 104

Minnie Bay, 45, 46

Mississippi, 25

Monitor, 34

Morning Mail, 62

Morning Star, 170-174

Mountain Belle, 1, 27

Natchez, 32, 98-101, 280

Nellie Walton, 247

New South, 3, 56, 112

Old Boston, 58

Orleans, 20

Oswego, 35

Phaeton, 167-169

Potomac, 54, 65, 66

Queen City, 72

Regular, 49

Reliance, 49

Robert E. Lee, 65, 98-101, 182, 228-230

Robert P. Gillham, 78

Ruth, 241

Sam Miller, 54

Sandy Fashion, 224

Scioto, 1, 41, 48, 49, 82, 107

Scotia, 79-80

Shirley, 35, 36, 37

Shotwell, 102

Sidney, 71-72

Sip Bay, 225

Stanley, 148

Steel City, 53

St. Lawrence, 41, 62, 68-71

Sunshine, 41, 42, 150

Tacoma, 41, 170-74

Telegraph, 43, 58-62

Telegraph Number Four, 59

Telegraph Number Three, 25

T. H. Davis, 4

Thomas Sherlock, 169

Thompson Dean, 279-283

Tom Hacking, 224

Troubadour, 33

Urania, 108

Vesuvius, 21

Virgie Ratcliff Batwing, 225

Virginia, 53

Volunteer, 46, 53

Washington, 22-24, 72

*333

Steamboats (Cont.)

Wild Wagoner, 31-33

Will S. Hayes, 279-283

William Thaw, 34

W. P. Thompson, 39

Steel, John, 27, 43

Strode, Rachel, 16

Stuart, Geo. D., 274

Stubbs, Rev. Robt., 15

Suiter, Alex, 50, 180

Suiter, Sandy, 50 106, 180

Tabbert, Eph, 180

Taylor, Capt. Jobe, 129

Ternes, Isaac, 181

Thayer, Job, 289

Tichnor, Capt. W. C., 279

Thomas, Capt. Paul, 84

Thompson, Maj. Jim, 282-287

Thompson, John, 69, 180

Thompson, Lucy, 282, 287

Thompson, Capt. Steve, 151-153

Tompkins, Daniel D., 20

Towboats

Allegheny, 88

Bengal Tiger, 115

Bob Prichard, 89

Buckeye Boy, 226

Cob Cecil, 86

Crown Hill, 226

D. W. Woodard, 89

Esquire, 226

Etna, 86

Fred Hardwick, 116

H. F. Frisbie, 116

Grafton, 89

Jacob Heatherington, 92

J. C. Cole, 226

Kanawha, 61

Katherine Davis, 226

Kattie Mc, 226

Lena Leota, 226

Mattie Roberts, 86

Mountain State, 226

Nellie Spear, 116

Sam Brown, 169

Sea Lion, 5, 139

Sprague, 87

T. H. Davis, 89

Thomas W. Means, 85, 86

Wash Honshall, 116, 119

Towns and Cities

Burlington, Ohio, 1, 2

Guyandotte, W. Va., 1

Huntington, W. Va., 2

Newport, Ky., 3

Portsmouth, Ohio, 1, 27

*334

Towns and Cities

Proctorville, Ohio, 3

Shepherdstown, Ky., 9, 15

Trichenor, Dr. H. H., 305

Tucker, Capt., 28, 31

Tyler, Hy, 137-138, 180, 279

Vance, John T., 294

Veatch, Capt. Abbott, 295

Walker, Capt., 28, 31

Walker, Eliza, 3

Ward, Wm., 180

Ware, Sam, 27

Waters, Will, 27

Waterways Journal, 295-301

Welch, Capt. John, 225

Wells, Capt. Joe, 73

White, Thomas, 16

Wilgus, Charles, 8

Wilgus, Harrison, 8

Williams, Capt. Charlie, 61, 180

Williams, Zed, 180

Williamson, Aaron, 180

Williamson, Capt. Ed, 34

Williamson, Capt. Geo., 156

Williamson, Capt. Wash, 49

Wilson, Birdie, 2

Wilson, Capt. John, 225

Wilson, Wm., 2

Wise, Mike, 50

Wolford, Bessie, 93, 114

Wood, Capt. John A., 293

Woolford, Bessie H., 19

Wright, Capt. Donald T., 271

Wright, Capt. Tom, 78

Wybrant, John, 180

Young, Capt. Henry C., 78

*335