McGregor, Iowa. Looking north, up the river.
Chapter XXIII
A Pioneer Steamboatman
The same year and the same month in the year that witnessed the advent of the first steamboat on the Upper Mississippi, likewise witnessed the arrival in Galena of one who was destined to become the best known of all the upper river steamboatmen. In April, 1823, James Harris[7] accompanied by his son, Daniel Smith Harris, a lad of fifteen, left Cincinnati on the keel boat "Colonel Bumford", for the Le Fevre lead mines (now Galena), where they arrived June 20, 1823, after a laborious voyage down the Ohio and up the Mississippi.
A word in passing, regarding the keel boat. Few of the men now living know from actual observation what manner of craft is suggested by the mere mention of the name. None of this generation have seen it. A canal boat comes as near it in model and build as any craft now afloat; and yet it was not a canal boat. In its day and generation it was the clipper of the Western river to which it was indigenous. Any sort of craft might go downstream; rafts, arks, broadhorns, and scows were all reliable downstream sailers, dependent only upon the flow of the current, which was eternally setting toward the sea. All of this sort of craft did go down, with every rise in the Ohio, in the early days of the nineteenth century, from every port and landing between Pittsburg and Cairo, to New Orleans. They were laden with adventurers, with pioneers, with settlers, or with produce of the farms already opened along the Ohio and its tributaries; corn, wheat, apples, live-stock—"hoop-poles and punkins", in the slang of the day—in fact anything of value to trade for the merchandise of civilization which found its entrepôt at New Orleans from Europe or the Indies. The craft carrying this produce was itself a part of the stock in trade, and when unloaded was broken up and sold as lumber for the building of the city, or for export to Cuba or other West Indian ports. The problem was to get back to the Ohio with the cargo of merchandise bought with the produce carried as cargo on the down trip. The broad horns and arks were an impossibility as upstream craft, and thus it came about in the evolution of things required for specific purposes, that the keel boat came into being.
This boat was built to go upstream as well as down. It was a well-modelled craft, sixty to eighty feet long, and fifteen to eighteen feet wide, sharp at both ends, and often with fine lines—clipper-built for passenger traffic. It had usually about four feet depth of hold. Its cargo box, as it was called, was about four feet higher, sometimes covered with a light curved deck; sometimes open, with a "gallows-frame" running the length of the hold, over which tarpaulins were drawn and fastened to the sides of the boat for the protection of the freight and passengers in stormy weather. At either end of the craft was a deck for eight or ten feet, the forward or forecastle deck having a windlass or capstan for pulling the boat off bars, or warping through swift water or over rapids.
Along each side of the cargo box ran a narrow walk, about eighteen inches in width, with cleats nailed to the deck twenty-eight or thirty inches apart, to prevent the feet of the crew from slipping when poling upstream. Of the motive power of these boats, Captain H. M. Chittenden, U. S. A., in a recent work on the navigation of the Missouri River in early days, says:
"For the purposes of propulsion the boat was equipped with nearly all the power appliances known to navigation, except steam. The cordelle was the main reliance. This consists of a line nearly a thousand feet long, fastened to the top of a mast which rose from the centre of the boat to the height of nearly thirty feet. The boat was pulled along with this line by men on shore. In order to hold the boat from swinging around the mast, the line was connected with the bow of the boat by means of a "bridle", a short auxiliary line fastened to a loop in the bow, and to a ring through which the cordelle was passed. The bridle prevented the boat from swinging under force of wind or current when the speed was not great enough to accomplish this purpose by means of the rudder. The object in having so long a line was to lessen the tendency to draw the boat toward the shore; and the object in having it fastened to the top of the mast was to keep it from dragging, and to enable it to clear the brush along the bank. It took from twenty to forty men to cordelle the keel boat along average stretches of the river [the Missouri], and the work was always one of great difficulty."
For poling the men were provided with tough ash poles, eighteen or twenty feet long, with a wooden or iron shoe or socket to rest on the bottom of the river, and a crutch or knob for the shoulder. In propelling the boat, ten or a dozen men on each side thrust the foot of their poles into the bottom of the river, and with the other end against their shoulders, walked toward the stern of the boat, pushing it upstream at the same rate of speed with which they walked toward the stern. As each pair—one on each side of the boat—reached the stern, they quickly recovered their poles, leaped to the roof of the cargo box, and running forward jumped to the deck and replanted their poles for a new turn of duty. By this means an even speed was maintained, as in a crew of twenty there were always sixteen men applying motive power, while four others were returning to the bow for a new start. The writer, in his childhood, has stood for hours on the banks of the St. Joseph River, in Niles, Michigan, watching the crews of keel boats thus laboriously pushing their craft up the river from St. Joseph, on the lake, to Niles, South Bend, and Mishawaka. They were afterward to float back, laden with flour in barrels, potatoes and apples in sacks, and all the miscellaneous merchandise of the farm, destined for Detroit, Buffalo, and the East, by way of the Great Lakes.