Strange as it may seem, considering the nature of a campaign like that of 1877 against the Nez Percé Indians, the Missouri River steamboat played an important, and perhaps a decisive, part in its operations. Chief Joseph, in his long march from Idaho, had crossed the Yellowstone National Park, and finding himself pursued and harried in every direction, struck north for the British line. The pursuing troops, whom he had so far eluded, he felt confident would not overtake him; but he did not count on a danger which arose in a quite unexpected quarter. General Miles, with about 350 men, was encamped on the Yellowstone at the mouth of the Tongue River, where the news reached him that Indians had crossed the Yellowstone farther up and were making for the British line. He at once put his command in motion to intercept them. His first objective was the Missouri River at the mouth of the Musselshell. As soon as he came in sight of the river, scouts were sent on ahead to stop any steamer that might happen along. By the greatest good fortune the scouts reached the bank just as the last boat of the season was passing down. Fifteen minutes later and she would have been gone.
TIMELY AID.
The troops were brought down to the river and ten days’ rations were put on the boat and taken to the mouth of the Musselshell. The officers of the boat stated that the Indians had not yet crossed the Missouri, and General Miles accordingly decided to march up the valley of the Musselshell to intercept them. The boat was discharged and dropped downstream, stopping about a mile below to take on some wood. While there, two men came down the river in a mackinaw and reported that the Indians had crossed the river, some eighty miles above, and were making for the British line. General Miles instantly ordered some cannon shots fired in the direction of the steamboat. A Captain Baldwin, who had been sent down on account of sickness, was on board. He at once understood that the boat was wanted, and caused her to be brought back. The command was ferried over, and on the following morning, September 27, set out to the northwest after the Indians. They were overtaken on Snake Creek, where Chief Joseph was defeated in battle, and the greater part of his people captured. This point was within fifty miles of the boundary, and about one hundred of the Indians actually got across the line. But for the timely aid of the steamboat it is probable that the whole band would have escaped.
CHAPTER XXXIII.
THE PEACE COMMISSION OF 1866.
LOSS OF THE “EFFIE DEANS.”
We left Captain La Barge in 1865 just as he had returned from Montana on his second journey by way of Great Salt Lake. His boat, the Effie Deans, had reached St. Louis some time before he did. The boat was still owned in partnership with John S. McCune and Eugene Jaccard. La Barge tried to get full possession of her, offering, however, either to buy or sell. Not being able to negotiate a purchase, he demanded a dissolution of the partnership, and bought the boat in. He then put six thousand dollars’ worth of repairs on her, and in the spring advertised for a trip to Benton. He secured a full cargo, and had every prospect of a profitable trip, when one of those sudden accidents overtook him which were so common in the hazardous business he was carrying on. He had hesitated a good deal about insuring the boat, and finally, upon McCune’s advice, concluded not to do so. He felt safe if he could get out of port, the greatest danger being from fire there. The insurance rates were so high that it was a great object to avoid them, if possible. It was on Friday that he had his talk with McCune and decided not to insure. He was to start next morning. He mentioned to his wife what he had done, and she, with a woman’s intuition, remonstrated strongly, saying she knew he would repent it. About one o’clock next morning the doorbell rang. La Barge raised the window and asked who it was. “Watchman of the Effie Deans,” was the reply. “What is the matter?” asked the Captain. “The Effie Deans is burned up.”
“The loss to me,” said Captain La Barge, “was difficult to reconcile, from the fact of my having rejected insurance the day before, as well as an offer of forty thousand dollars for the boat the same day. The fire had been communicated to the boat from one of the neighboring vessels, the Nevada, and was in no sense the fault of my crew. Next morning Robert Campbell came down to the levee and said he understood I had no insurance on the boat. I replied that such was the case. He said that he had always put me down as a prudent man, but that such a course showed great recklessness. I replied that I thought not; that the loss was the fault of my neighbors, and not my own. ‘Well, if that is any consolation, I have nothing more to say,’ he replied, and walked away. His apparent indifference surprised me. I had done business with him for many years, and had paid him as high as sixty thousand dollars commissions. Now, in my misfortune, he did not as much as offer the least assistance.
BUILDING OF THE “OCTAVIA.”
“Very different was the conduct of John S. McCune. He also came down soon after Campbell left. He looked at the wreck, said it was most unfortunate, talked very little, but told me to be early at his office Monday morning. I called according to appointment. McCune said, ‘You have got to have a new boat. Let us go down to the Marine Railway Ways in Carondelet and see what we can do.’ We went down, saw the superintendent, told him what we wanted, and asked him if he could undertake the construction of a boat. He replied that he could, and McCune told him to go ahead on my plans, and he would back me with his credit. I drew the entire plans and specifications for the boat, machinery and all, and she was built that summer accordingly. Before I got back in the fall McCune had named her for me, but I renamed her Octavia, for my second daughter. She cost fifty-seven thousand dollars, and was a splendid boat. I paid for her partly in cash and gave my notes for the balance.”