Yorkville enquirer. [volume] (Yorkville, S.C.) 1855-2006, 1910-05-13
ON MARK TWAIN'S OLD RIVER.
Picturesque Steamboat Traffic Has
Disappeared.


is a great telling over of old steamboat
yarns out on tine big river which gave
him his name. Old days on the Mis-
sissippi and the Ohio had pict-
uresuueness which cannot be dupli-
Gated anywhere.
The levee in those times, says the
Travel Magazine, resembled a modern
union station in an important railway
centre. Daily packets were constant
ly arriving and departing for all points
up and down the river. Fine boats ran
between Cincinnati and New Orleans,
but st. Louis was the centre of the
steamboat traffic.
Daily packets ran to Omaha, Sioux
City, Council Bluffs, st. Joseph, Kansas
City, st. Paul, Dubuque, Chester, Cal
70, New Orleans, Nashville and all 9TH
er important river towns. In 1889 there
arrived at the levee LAG steamboats,,
in 1S41 there was an increase to 2,1O5,
while through the month of Nav, 1S46,
there was an average of twelve ar
ular packets almost daily from Alton.
Pilots at this time were of special
consequence. Every courtesy was
shown them by captains and crews and
extreme Difference by the negro bar
bers, walters and roustabouts. Their
wages were high. AS a general rule
the scale was about $400 month, but
during the flush Kansas trade on the
Missouri river a good pilot received as
much as 5000 a trip, which amounted
to $1,000 a month; but a pilot only
mastered his trade after long expert
ence and close application.
He had to be well versed in his
vocation, for in those days there were
no snag and dredge boats, beacon
lamps or powerful searchlights to play
ahead of the vessel. The pilot must
have a mental map of the river, re-
membering the location of every snag,
sandbar, SHALLOW and other danger, not
only on clear days and nights. but also
in the darkness, fog, sleet and snow.
No danger must be considered. In
fact many of the steamboat disasters
were due to sheer foolhardiness. Up to
1850 there were SIC steamers lost on
the two rivers. In the year 1860
wrecked and 120 wholly lost The ex
plosion on the Sultana in 1864 killed
1,647 soldiers and civilians.
Although at first it may seem an un-
reliable statement, the great steamboat
races in those days were less danger
Gus than during ordinary trips;
for during that exciting period
greater precautions were taken to
avcld an accident, and besides only
certain number Of pounds Of steam
was permitted. Racing was never pop
ular with the people at large, but TO
the people of the valley skirting the
river and the steamboat men the
selves II was great event. The ad-
vance advertisement Of race between
two popular boats set the entire river
country talking. Cotton and the tar
if became side issues, betting began
on the favOrite and the race was anx-
iously awaited.
While discussions and wagers we're
going on the captains of the rival
steamboats, made contracts with wood
boats and coal flats, which were to be
stationed at various points up the riv-
er with the crews ready to lay along
side and transfer the cargo of fuel on
the move. Also the steamers must be
completely overhauled and all spars re-
moved, as well as all diSpensable
weight and equipment.
If boat ran faster at a certain bal
last she must be loaded to that depth.
The services of a good pilot must be
secured, for his knowledge of the
stream and management of the vessel
meant the gain or loss of valuable
time, and perhaps of the race. Few
passengers were taken and only short
stops made.
The greatest race ever run was be-
tween the Natchez, a boat built In
Cincinnati and commanded by Capt.
T. P. Leathers. and a New Albany
boat, the Robert f. Lee, under Capt.
John w. Cannon. There was spirited
rivalry between the two vessels and
when the Natchez made the fastest
time on record between New Orleans
and st. Louis G.27S miles in days
81 hours 5S minutes) Capt. Cannon
resolved to beat it. He engaged the
steamer Frank Pargoud and various
fuel boats, and arranged for them to
meet him at various points up the
river with wood and coal. Then he
had his boat cleared Of all her upper
works likely to catch the wind, or
make the vessel heavier.
On Thursday Juna %. 1870. at a. 10
D. m., the Robert f. Lee steamed out
Of New Orleans. The NatcheZ follow
ed five minutes later. The race had
been advertised in advance and was
now awaited with gathering interest
at all the river towns. Large crowds
were assembled at NatcheZ, Vicks-
burg, Helena and other large places.
Telegram reports were sent out from
various points, some even to Europe.
Retween Cairo and st. Louis the
NatcheZ afterward claimed to have
lost seven hours and one minute on
account of a fog and broken machin-
cry. The Robert f. Lee, however,
was not delayed and arrived in st.
Louis thirty-three minutes ahead OF
the previous record established by her
competitor. Fifty thousand people
from the housetops, the levee and the
decks of other steamers welcomed the
winner as she steamed into port. Capt.
Cannon was the lion of the hour The
business men gave a banquet in his
honor.
Some steamboats, like the John ST.
monds during the busy season did a
$4,000 business every round trip.
This. however was exceptional. AS a
general rule steamboating was not a
paying industry. the most fortunate
owners making but per cent, on the
money invested.
Many a hungry mouth did the
steamboat business fill in those days.
In 1882 the number Of men earning
their living in the various depart
mentS Of the trade has been estimated
at 10000: ten years later, counting
only the labOrers. engineers. pilots,
repairers and others of actual crews,
there were about $50. 900 men employ
ed In 1880 there was $3.00O,000 in
vested in steamboats,. with yearly
expense of $1.671,S4O for wages, ST.
$4,000 for wood, sS35.S20 for provi-
siOnS and $743.040 for other expenses.
In 1899 almost $2.O00.O0O was spent
for wood alone along the shores of