A STEAMBOAT FOR THE FUR TRADE.
It was from considerations of this character that the use of steamboats was determined upon in the summer of 1830, and from that time the true history of Missouri River navigation begins. The American Fur Company then had its headquarters in New York. John Jacob Astor was the real head of the company, although his son, William B. Astor, was its president. The Western Department of the Company was established in St. Louis and managed by the firm of Bernard Pratte & Company. Pierre Chouteau, Jr., writing for the firm, August 30, 1830, to the house in New York, thus describes the beginning of this new undertaking:
DISADVANTAGES OF KEELBOATS.
“Since the loss of our keelboat and the arrival of Mr. McKenzie,[18] we have been contemplating the project of building a small steamboat for the trade of the upper Missouri. We believe that the navigation will be much safer in going up, and possibly also in coming down, than it is by keelboat. The only serious drawback will be the danger of breakage of some important pieces of machinery, which it would be difficult and perhaps impossible to repair on the spot. However, after consultation with some of the ablest steamboat captains, we think that by having spare parts and a good blacksmith outfit on board, we may be able to overcome this difficulty. I imagine that there will always be a little risk to run, but I also believe that, if we succeed, it will be a great advantage to our business. The expenses we are annually put to in the purchase of keelboats and supplies, and in advances to engagés before their departure, are enormous, and have to be repeated every year. With the steamboat we could keep all our men in the Indian country, where we could pay the greater part of their wages in merchandise instead of making the large outlay of cash which we are now constantly required to do.[19] The boat would make the voyage to the upper river every spring. By starting from here [St. Louis] at the beginning of April with the full season’s outfit of merchandise, it would probably be back early in June, and bring with it a portion of the peltries. The finer furs could still be brought down in the ordinary way. The merchandise would all reach its destination before ice closed in the fall, which we now sometimes fail to do, to our great loss. Furthermore, by having boats on hand at the trading posts, we can always bring down the returns in case of accident to the steamboat. After the return of the latter from the annual trip it can be used in freighting on the lower river during the balance of the season. Such a boat as we require we think will cost in Cincinnati or Marietta about $7000, but as we shall want a number of duplicate parts and extras the cost may amount to $8000.
“Our plan, promising as it seems to us, has its difficulties, and we submit it to you for approval before taking definite action. We beg you to think it over and reply as soon as possible, for, in case of your approval, we have no time to lose in getting the work under way, if the boat is to be ready by spring.”
FIRST VOYAGE.
Such is the clear statement of the origin of a business which thirty years later assumed enormous proportions. The house in New York gave its approval, the boat was built, and was named, most appropriately, the Yellowstone, and in the spring of 1831 started on its first voyage for the far upper river.
THE FIRST YELLOWSTONE
(After Maximilian)