IT was always the custom for the boats to leave New Orleans between four
and five o'clock in the afternoon. From three o'clock onward they would
be burning rosin and pitch pine (the sign of preparation), and so one
had the picturesque spectacle of a rank, some two or three miles long,
of tall, ascending columns of coal-black smoke; a colonnade which
supported a sable roof of the same smoke blended together and spreading
abroad over the city. Every outward-bound boat had its flag flying at
the jack-staff, and sometimes a duplicate on the verge staff astern. Two
or three miles of mates were commanding and swearing with more than
usual emphasis; countless processions of freight barrels and boxes were
spinning athwart the levee and flying aboard the stage-planks, belated
passengers were dodging and skipping among these frantic things, hoping
to reach the forecastle companion way alive, but having their doubts
about it; women with reticules and bandboxes were trying to keep up with
husbands freighted with carpet-sacks and crying babies, and making a
failure of it by losing their heads in the whirl and roar and general
distraction; drays and baggage-vans were clattering hither and thither
in a wild hurry, every now and then getting blocked and jammed together,
and then during ten seconds one could not see them for the profanity,
except vaguely and dimly; every windlass connected with every forehatch,
from one end of that long array of steamboats to the other, was keeping
up a deafening whiz and whir, lowering freight into the hold, and the
half-naked crews of perspiring negroes that worked them were roaring
such songs as 'De Las' Sack! De Las' Sack!'--inspired to unimaginable
exaltation by the chaos of turmoil and racket that was driving everybody
else mad. By this time the hurricane and boiler decks of the steamers
would be packed and black with passengers. The 'last bells' would begin
to clang, all down the line, and then the powwow seemed to double; in a
moment or two the final warning came,--a simultaneous din of Chinese
gongs, with the cry, 'All dat ain't goin', please to git asho'!'--and
behold, the powwow quadrupled! People came swarming ashore, overturning
excited stragglers that were trying to swarm aboard. One more moment
later a long array of stage-planks was being hauled in, each with its
customary latest passenger clinging to the end of it with teeth, nails,
and everything else, and the customary latest procrastinator making a
wild spring shoreward over his head.
Now a number of the boats slide backward into the stream, leaving wide
gaps in the serried rank of steamers. Citizens crowd the decks of boats
that are not to go, in order to see the sight. Steamer after steamer
straightens herself up, gathers all her strength, and presently comes
swinging by, under a tremendous head of steam, with flag flying, black
smoke rolling, and her entire crew of firemen and deck-hands (usually
swarthy negroes) massed together on the forecastle, the best 'voice' in
the lot towering from the midst (being mounted on the capstan), waving
his hat or a flag, and all roaring a mighty chorus, while the parting
cannons boom and the multitudinous spectators swing their hats and
huzza! Steamer after steamer falls into line, and the stately procession
goes winging its flight up the river.
In the old times, whenever two fast boats started out on a race, with a
big crowd of people looking on, it was inspiring to hear the crews sing,
especially if the time were night-fall, and the forecastle lit up with
the red glare of the torch-baskets. Racing was royal fun. The public
always had an idea that racing was dangerous; whereas the opposite was
the case--that is, after the laws were passed which restricted each boat
to just so many pounds of steam to the square inch. No engineer was ever
sleepy or careless when his heart was in a race. He was constantly on
the alert, trying gauge-cocks and watching things. The dangerous place
was on slow, plodding boats, where the engineers drowsed around and
allowed chips to get into the 'doctor' and shut off the water supply
from the boilers.
In the 'flush times' of steamboating, a race between two notoriously
fleet steamers was an event of vast importance. The date was set for it
several weeks in advance, and from that time forward, the whole
Mississippi Valley was in a state of consuming excitement. Politics and
the weather were dropped, and people talked only of the coming race. As
the time approached, the two steamers 'stripped' and got ready. Every
encumbrance that added weight, or exposed a resisting surface to wind or
water, was removed, if the boat could possibly do without it. The
'spars,' and sometimes even their supporting derricks, were sent ashore,
and no means left to set the boat afloat in case she got aground. When
the 'Eclipse' and the 'A. L. Shotwell' ran their great race many years
ago, it was said that pains were taken to scrape the gilding off the
fanciful device which hung between the 'Eclipse's' chimneys, and that
for that one trip the captain left off his kid gloves and had his head
shaved. But I always doubted these things.
If the boat was known to make her best speed when drawing five and a
half feet forward and five feet aft, she was carefully loaded to that
exact figure--she wouldn't enter a dose of homoeopathic pills on her
manifest after that. Hardly any passengers were taken, because they not
only add weight but they never will 'trim boat.' They always run to the
side when there is anything to see, whereas a conscientious and
experienced steamboatman would stick to the center of the boat and part
his hair in the middle with a spirit level.
No way-freights and no way-passengers were allowed, for the racers would
stop only at the largest towns, and then it would be only 'touch and
go.' Coal flats and wood flats were contracted for beforehand, and these
were kept ready to hitch on to the flying steamers at a moment's
warning. Double crews were carried, so that all work could be quickly
done.
The chosen date being come, and all things in readiness, the two great
steamers back into the stream, and lie there jockeying a moment, and
apparently watching each other's slightest movement, like sentient
creatures; flags drooping, the pent steam shrieking through safety-
valves, the black smoke rolling and tumbling from the chimneys and
darkening all the air. People, people everywhere; the shores, the house-
tops, the steamboats, the ships, are packed with them, and you know that
the borders of the broad Mississippi are going to be fringed with
humanity thence northward twelve hundred miles, to welcome these racers.
Presently tall columns of steam burst from the 'scape-pipes of both
steamers, two guns boom a good-bye, two red-shirted heroes mounted on
capstans wave their small flags above the massed crews on the
forecastles, two plaintive solos linger on the air a few waiting
seconds, two mighty choruses burst forth--and here they come! Brass
bands bray Hail Columbia, huzza after huzza thunders from the shores,
and the stately creatures go whistling by like the wind.
Those boats will never halt a moment between New Orleans and St. Louis,
except for a second or two at large towns, or to hitch thirty-cord wood-
boats alongside. You should be on board when they take a couple of
those wood-boats in tow and turn a swarm of men into each; by the time
you have wiped your glasses and put them on, you will be wondering what
has become of that wood.
Two nicely matched steamers will stay in sight of each other day after
day. They might even stay side by side, but for the fact that pilots are
not all alike, and the smartest pilots will win the race. If one of the
boats has a 'lightning' pilot, whose 'partner' is a trifle his inferior,
you can tell which one is on watch by noting whether that boat has
gained ground or lost some during each four-hour stretch. The shrewdest
pilot can delay a boat if he has not a fine genius for steering.
Steering is a very high art. One must not keep a rudder dragging across
a boat's stem if he wants to get up the river fast.
There is a great difference in boats, of course. For a long time I was
on a boat that was so slow we used to forget what year it was we left
port in. But of course this was at rare intervals. Ferryboats used to
lose valuable trips because their passengers grew old and died, waiting
for us to get by. This was at still rarer intervals. I had the
documents for these occurrences, but through carelessness they have been
mislaid. This boat, the 'John J. Roe,' was so slow that when she finally
sunk in Madrid Bend, it was five years before the owners heard of it.
That was always a confusing fact to me, but it is according to the
record, any way. She was dismally slow; still, we often had pretty
exciting times racing with islands, and rafts, and such things. One
trip, however, we did rather well. We went to St. Louis in sixteen
days. But even at this rattling gait I think we changed watches three
times in Fort Adams reach, which is five miles long. A 'reach' is a
piece of straight river, and of course the current drives through such a
place in a pretty lively way.
That trip we went to Grand Gulf, from New Orleans, in four days (three
hundred and forty miles); the 'Eclipse' and 'Shotwell' did it in one.
We were nine days out, in the chute of 63 (seven hundred miles); the
'Eclipse' and 'Shotwell' went there in two days. Something over a
generation ago, a boat called the 'J. M. White' went from New Orleans to
Cairo in three days, six hours, and forty-four minutes. In 1853 the
'Eclipse' made the same trip in three days, three hours, and twenty
minutes.{footnote [Time disputed. Some authorities add 1 hour and 16
minutes to this.]} In 1870 the 'R. E. Lee' did it in three days and ONE
hour. This last is called the fastest trip on record. I will try to show
that it was not. For this reason: the distance between New Orleans and
Cairo, when the 'J. M. White' ran it, was about eleven hundred and six
miles; consequently her average speed was a trifle over fourteen miles
per hour. In the 'Eclipse's' day the distance between the two ports had
become reduced to one thousand and eighty miles; consequently her
average speed was a shade under fourteen and three-eighths miles per
hour. In the 'R. E. Lee's' time the distance had diminished to about one
thousand and thirty miles; consequently her average was about fourteen
and one-eighth miles per hour. Therefore the 'Eclipse's' was
conspicuously the fastest time that has ever been made.
THE RECORD OF SOME FAMOUS
TRIPS
(From Commodore Rollingpin's Almanack.)
FAST TIME ON THE WESTERN WATERS
FROM NEW ORLEANS TO NATCHEZ--268 MILES
D. H. M.
1814 Orleans made the run in 6 6 40
1814 Comet " " 5 10
1815 Enterprise " " 4 11 20
1817 Washington " " 4
1817 Shelby " " 3 20
1818 Paragon " " 3 8
1828 Tecumseh " " 3 1 20
1834 Tuscarora " " 1 21
1838 Natchez " " 1 17
1840 Ed. Shippen " " 1 8
1842 Belle of the West " 1 18
1844 Sultana " " 19 45
1851 Magnolia " " 19 50
1853 A. L. Shotwell " " 19 49
1853 Southern Belle " " 20 3
1853 Princess (No. 4) " 20 26
1853 Eclipse " " 19 47
1855 Princess (New) " " 18 53
1855 Natchez (New) " " 17 30
1856 Princess (New) " " 17 30
1870 Natchez " " 17 17
1870 R. E. Lee " " 17 11
FROM NEW ORLEANS TO CAIRO--1,024 MILES
D. H. M.
1844 J. M. White made the run in 3 6 44
1852 Reindeer " " 3 12 45
1853 Eclipse " " 3 4 4
1853 A. L. Shotwell " " 3 3 40
1869 Dexter " " 3 6 20
1870 Natchez " " 3 4 34
1870 R. E. Lee " " 3 1
FROM NEW ORLEANS TO LOUISVILLE--1,440 MILES
D. H. M.
1815 Enterprise made the run in 25 2 40
1817 Washington " " 25
1817. Shelby " " 20 4 20
1818 Paragon " " 18 10
1828 Tecumseh " " 8 4
1834 Tuscarora " " 7 16
1837 Gen. Brown " " 6 22
1837 Randolph " " 6 22
1837 Empress " " 6 17
1837 Sultana " " 6 15
1840 Ed. Shippen " " 5 14
1842 Belle of the West " 6 14
1843 Duke of Orleans" " 5 23
1844 Sultana " " 5 12
1849 Bostona " " 5 8
1851 Belle Key " " 3 4 23
1852 Reindeer " " 4 20 45
1852 Eclipse " " 4 19
1853 A. L. Shotwell " " 4 10 20
1853 Eclipse " " 4 9 30
FROM NEW ORLEANS TO DONALDSONVILLE--78 MILES
H. M.
1852 A. L. Shotwell made the run in 5 42
1852 Eclipse " " 5 42
1854 Sultana " " 4 51
1860 Atlantic " " 5 11
1860 Gen. Quitman " " 5 6
1865 Ruth " " 4 43
1870 R. E. Lee " " 4 59
FROM NEW ORLEANS TO ST. LOUIS--1,218 MILES
D. H. M.
1844 J. M. White made the run in 3 23 9
1849 Missouri " " 4 19
1869 Dexter " " 4 9
1870 Natchez " " 3 21 58
1870 R. E. Lee " " 3 18 14
FROM LOUISVILLE TO CINCINNATI--141 MILES
D. H. M.
1819 Gen. Pike made the run in 1 16
1819 Paragon " " 1 14 20
1822 Wheeling Packet " " 1 10
1837 Moselle " " 12
1843 Duke of Orleans " " 12
1843 Congress " " 12 20
1846 Ben Franklin (No. 6) " 11 45
1852 Alleghaney " " 10 38
1852 Pittsburgh " " 10 23
1853 Telegraph No. 3 " " 9 52
FROM LOUISVILLE TO ST. LOUIS--750 MILES
D. H. M.
1843 Congress made the run in 2 1
1854 Pike " " 1 23
1854 Northerner " " 1 22 30
1855 Southemer " " 1 19
FROM CINCINNATI TO PITTSBURGH--490 MILES
D. H.
1850 Telegraph No. 2 made the run in 1 17
1851 Buckeye State " " 1 16
1852 Pittsburgh " " 1 15
FROM ST. LOUIS TO ALTON--30 MILES
D. M.
1853 Altona made the run in 1 35
1876 Golden Eagle " " 1 37
1876 War Eagle " " 1 37
MISCELLANEOUS RUNS
In June, 1859, the St. Louis and Keokuk Packet, City of Louisiana,
made the run from St. Louis to Keokuk (214 miles) in 16 hours
and 20 minutes, the best time on record.
In 1868 the steamer Hawkeye State, of the Northern Packet Company,
made the run from St. Louis to St. Paul (800 miles) in 2 days and 20 hours.
Never was beaten.
In 1853 the steamer Polar Star made the run from St. Louis to St. Joseph,
on the Missouri River, in 64 hours. In July, 1856, the steamer Jas.
H. Lucas, Andy Wineland, Master, made the same run in 60 hours
and 57 minutes. The distance between the ports is 600 miles,
and when the difficulties of navigating the turbulent Missouri
are taken into consideration, the performance of the Lucas
deserves especial mention.
THE RUN OF THE ROBERT E. LEE
The time made by the R. E. Lee from New Orleans to St. Louis
in 1870, in her famous race with the Natchez, is the best
on record, and, inasmuch as the race created a national interest,
we give below her time table from port to port.
Left New Orleans, Thursday, June 30th, 1870, at 4 o'clock
and 55 minutes, p.m.; reached
D. H. M.
Carrollton 27{half}
Harry Hills 1 00{half}
Red Church 1 39
Bonnet Carre 2 38
College Point 3 50{half}
Donaldsonville 4 59
Plaquemine 7 05{half}
Baton Rouge 8 25
Bayou Sara 10 26
Red River 12 56
Stamps 13 56
Bryaro 15 51{half}
Hinderson's 16 29
Natchez 17 11
Cole's Creek 19 21
Waterproof 18 53
Rodney 20 45
St. Joseph 21 02
Grand Gulf 22 06
Hard Times 22 18
Half Mile below Warrenton 1
Vicksburg 1 38
Milliken's Bend 1 2 37
Bailey's 1 3 48
Lake Providence 1 5 47
Greenville 1 10 55
Napoleon 1 16 22
White River 1 16 56
Australia 1 19
Helena 1 23 25
Half Mile Below St. Francis 2
Memphis 2 6 9
Foot of Island 37 2 9
Foot of Island 26 2 13 30
Tow-head, Island 14 2 17 23
New Madrid 2 19 50
Dry Bar No. 10 2 20 37
Foot of Island 8 2 21 25
Upper Tow-head--Lucas Bend 3
Cairo 3 1
St. Louis 3 18 14
The Lee landed at St. Louis at 11.25 A.M., on July 4th, 1870--6 hours
and 36 minutes ahead of the Natchez. The officers of the Natchez claimed
7 hours and 1 minute stoppage on account of fog and repairing machinery.
The R. E. Lee was commanded by Captain John W. Cannon, and the Natchez
was in charge of that veteran Southern boatman, Captain Thomas P.
Leathers.