often quit their horses here, and take the river for New Orleans, &c.;
and on the contrary, those from the west proceed eastward from this
place, in stages. Thus, there are constantly a number of useful
hackneys on sale. The mode of selling is by auction. The auctioneer
rides the animal through the streets, proclaiming with a loud voice,
the biddings that are made as he passes along, and when they reach the
desired point, or when nobody bids more, he closes the bargain.
A complete equipment is, in the first place, a pacing horse, a blanket
under the saddle, another upon it, and a pair of saddle-bags, with
great-coat and umbrella strapped behind.
Women of advanced age, often take long journeys in this manner,
without inconvenience. Yesterday I heard a lady mentioned familiarly
(with no mark of admiration) who is coming from Tennessee, twelve
hundred miles, to Pittsburg with an infant; preferring horseback to
boating up the river." _Birkbeck's Notes on a journey in America,
1818._
"The _horses_, in this place, are a much larger breed than those
commonly raised in New-York; and as the utmost regularity in feeding
and currying prevails, their appearance is well calculated to excite
the admiration of strangers, from the eastward." _Thomas's Travels
through the western country in 1816._
"A common mode of selling horses is for the owner to gallop through
the street, announcing the amount of his last bidding. I have
witnessed several crying out, 'twenty-five _dallars_,' 'twenty-five
_dallars_,' twenty-five _dallars_;' and after half an hour's exercise,
they have been transferred, saddle, bridle, and all, to a new bidder,
for twenty-five _dallars_, fifty _sants_." _Fearon's Sketches of
America, 1818._
Taverns
"A requisite of the old-fashioned wagon or stage town hotel or of the
wayside inn was a large room used as an office and bar-room and as a
sleeping place for the wagoners. In it was a large open fireplace
which was abundantly supplied with wood in the early days, and later
with coal. Around this, when the horses were cared for and the
evening's diversion was over, the wagoners spread their bunks in a
sort of semi-circle with their feet to the fire, for they were said to
be much subjected to rheumatism, and this position was taken as a
preventative.... Wagoners drove in all kinds of weather and the
descent of a mountain or large hill was often attended with great
danger, especially when it was covered with ice. The day's journey of
a regular wagoner when heavily laden, was rather less than over 20
miles, and 100 miles in a week was a fair average.... The average load
hauled was about 6,000 pounds for a six horse team. Sometimes four
tons were put on, and even five tons which the wagoner boastfully
called 'a hundred hundred,' were hauled, but these were rare
exceptions." _Boucher's Century and a half of Pittsburg._
Steamboats and River Traffic
"Many travellers and emigrants to this region, view the first samples
of the mode of travelling in the western world, on the Allegany at
Oleanne point, or the Monongahela at Brownsville. These are but the
retail specimens. At Pittsburg, where these rivers unite, you have the
thing in gross, and by wholesale. The first thing that strikes a
stranger from the Atlantic, arrived at the boat-landing, is the
singular, whimsical, and amusing spectacle, of the varieties of
water-craft, of all shapes and structures. There is the stately barge,
of the size of a large Atlantic schooner, with its raised and
outlandish looking deck.... Next there is the keel-boat, of a long,
slender, and elegant form, and generally carrying from fifteen to
thirty tons.... Next in order are the Kentucky flats, or in the
vernacular phrase, 'broad-horns,' a species of ark, very nearly
resembling a New England pig-stye. They are fifteen feet wide, and
from forty to one hundred feet in length, and carry from twenty to
seventy tons. Some of them, that are called family-boats, and used by
families in descending the river, are very large and roomy, and have
comfortable and separate apartments, fitted up with chairs, beds,
tables and stoves. It is no uncommon spectacle to see a large family,
old and young, servants, cattle, hogs, horses, sheep, fowls, and
animals of all kinds, bringing to recollection the cargo of the
ancient ark, all embarked, and floating down on the same bottom. Then
there are what the people call 'covered sleds,' or ferry-flats, and
Allegany-skiffs, carrying from eight to twelve tons. In another place
are pirogues of from two to four tons burthen, hollowed sometimes from
one prodigious tree, or from the trunks of two trees united, and a
plank rim fitted to the upper part. There are common skiffs, and other
small craft, named, from the manner of making them, 'dug-outs,' and
canoes hollowed from smaller trees.... You can scarcely imagine an
abstract form in which a boat can be built, that in some part of the
Ohio or Mississippi you will not see, actually in motion....
This variety of boats, so singular in form, and most of them
apparently so frail, is destined in many instances to voyages of from
twelve hundred to three thousand miles." _Flint's Recollections of the
last ten years, 1826._
"I reached Olean, on the source of the Alleghany River, early in 1818,
while the snow was yet upon the ground, and had to wait several weeks
for the opening of that stream. I was surprised to see the crowd of
persons, from various quarters, who had pressed to this point, waiting
for the opening of the navigation.
It was a period of general migration from the East to the West.
Commerce had been checked for several years by the war with Great
Britain. Agriculture had been hindered by the raising of armies, and a
harassing warfare both on the sea-board and the frontiers; and
manufactures had been stimulated to an unnatural growth, only to be
crushed by the peace. Speculation had also been rife in some places,
and hurried many gentlemen of property into ruin. Banks exploded, and
paper money flooded the country.
The fiscal crisis was indeed very striking. The very elements seemed
leagued against the interests of agriculture in the Atlantic States,
where a series of early and late frosts, in 1816 and 1817, had created
quite a panic, which helped to settle the West.
I mingled in this crowd, and, while listening to the anticipations
indulged in, it seemed to me that the war had not, in reality, been
fought for 'free trade and sailors' rights' where it commenced, but to
gain a knowledge of the world beyond the Alleghanies.
Many came with their household stuff, which was to be embarked in arks
and flat boats. The children of Israel could scarcely have presented a
more motley array of men and women, with their 'kneading troughs' on
their backs, and their 'little ones,' than were there assembled, on
their way to the new land of promise.
To judge by the tone of general conversation, they meant, in their
generation, to plough the Mississippi Valley from its head to its
foot. There was not an idea short of it. What a world of golden dreams
was there!
I took passage on the first ark that attempted the descent for the
season. This ark was built of stout planks, with the lower seams
caulked, forming a perfectly flat basis on the water. It was about
thirty feet wide and sixty long, with gunwales of some eighteen
inches. Upon this was raised a structure of posts and boards about
eight feet high, divided into rooms for cooking and sleeping, leaving
a few feet space in front and rear, to row and steer. The whole was
covered by a flat roof, which formed a promenade, and near the front
part of this deck were two long 'sweeps,' a species of gigantic oars,
which were occasionally resorted to in order to keep the unwieldy
vessel from running against islands or dangerous shores.
We went on swimmingly, passing through the Seneca reservation, where
the picturesque costume of the Indians seen on shore served to give
additional interest to scenes of the deepest and wildest character.
Every night we tied our ark to a tree, and built a fire on shore.
Sometimes we narrowly escaped going over falls, and once encountered a
world of labor and trouble by getting into a wrong channel. I made
myself as useful and agreeable as possible to all. I had learned to
row a skiff with dexterity during my residence on Lake Dunmore, and
turned this art to account by taking the ladies ashore, as we floated
on with our ark, and picked up specimens while they culled shrubs and
flowers. In this way, and by lending a ready hand at the 'sweeps' and
at the oars whenever there was a pinch, I made myself agreeable. The
worst thing we encountered was rain, against which our rude carpentry
was but a poor defence. We landed at everything like a town, and
bought milk, and eggs, and butter. Sometimes the Seneca Indians were
passed, coming up stream in their immensely long pine canoes. There
was perpetual novelty and freshness in this mode of wayfaring. The
scenery was most enchanting. The river ran high, with a strong spring
current, and the hills frequently rose in most picturesque cliffs.
1818. I do not recollect the time consumed in this descent. We had
gone about three hundred miles, when we reached Pittsburgh. It was the
28th of March when we landed at this place, which I remember because
it was my birthday. And I here bid adieu to the kind and excellent
proprietor of the ark, L. Pettiborne, Esq., who refused to receive any
compensation for my passage, saying, prettily, that he did not know
how they could have got along without me.
I stopped at one of the best hotels, kept by a Mrs. McCullough, and,
after visiting the manufactories and coal mines, hired a horse, and
went up the Monongahela Valley, to explore its geology as high as
Williamsport. The rich coal and iron beds of this part of the country
interested me greatly; I was impressed with their extent, and value,
and the importance which they must eventually give to Pittsburgh.
After returning from this trip, I completed my visits to the various
work-shops and foundries, and to the large glass-works of Bakewell and
of O'Hara.
I was now at the head of the Ohio River, which is formed by the
junction of the Alleghany and Monongahela. My next step was to descend
this stream; and, while in search of an ark on the borders of the
Monongahela, I fell in with a Mr. Brigham, a worthy person from
Massachusetts, who had sallied out with the same view. We took passage
together on one of these floating houses, with the arrangements of
which I had now become familiar. I was charmed with the Ohio; with its
scenery, which was every moment shifting to the eye; and with the
incidents of such a novel voyage." _Schoolcraft's Thirty years with
the Indian tribes._
"I have seen a pleasant anecdote of one of these (vessels, recorded in
the Picture of Cincinnati, published at Cincinnati,) she had entered a
port in the Mediterranean, and when the captain presented his papers,
the examining officer read in his clearance, Pittsburg, state of
Pennsylvania, 'Pittsburg, Pennsylvania,' said he, 'there is no such
port; your papers must be forged; here is some deception or piracy; we
shall detain your papers and ship till we see farther into this.' The
American captain tried for some time, in vain, to convince him; till
by the aid of the American consul and a map, he reluctantly admitted
the possibility of there being such a place, from which a ship could
be navigated, although two thousand miles from the ocean." _Palmer's
Journal of travels in the United States, 1818._
"A company, stiled the 'Ohio steam boat company,' has lately been
formed, who intend building steam boats to run between this place and
the Falls of Ohio. The dimensions of the boats will be 100 feet keel
and 20 feet beam. They contemplate having two running this fall or
winter, 1815-6....
This line of Steam Boats, though not attached to those belonging to
the Mississippi Steam Boat Company, will form a chain of conveyance
from New Orleans to this place, which must result very much to the
advantage and prosperity of Pittsburgh and intermediate towns."
_Cramer's almanack, 1816._
"Steam-boat, ark, Kentucky, barge, and keel-boat building, is carried
on to a considerable extent. Sea vessels have been built here, but the
navigation is too far from the sea, and attended with too much hazard
for it to answer. The following vessels, besides steam-boats, have
been built at Pittsburg and on its rivers: _ships_, Pittsburg,
Louisiana, General Butler, and Western Trader; _brigs_, Dean, Black
Walnut, Monongahela Farmer, and Ann Jean; _schooners_, Amity,
Alleghany, and Conquest, (_navigator_)." _Palmer's Journal of travels
in the United States and Canada, 1817._
"The _steam-boat navigation_, we are assured, is a losing concern. The
newspapers have announced the hopes of our western citizens, and the
editors now appear to be careful to conceal their disappointments. Two
large vessels of this description are lying near the _Point_, which
have not justified public expectations. Captain FRENCH, of
_Brownsville_, (fifty miles by water up the Monongahela and
thirty-five by land) has built two vessels of this kind, which it is
said have succeeded best." _Thomas's Travels through the western
country in 1816._
"The best mode perhaps in descending the Ohio, in time of low water,
is in keel boats.... Merchants are beginning to prefer this method for
safety and expedition; and instead of purchasing boats and taking
charge of them themselves, they get their goods freighted down from
Pittsburgh in keel boats by the persons who make them, and who make it
their business to be prepared, with good boats and experienced hands
for such engagements." _Cramer's Navigator, 1817._
"The manners of the boatmen are as strange as their language. Their
peculiar way of life has given origin not only to an appropriate
dialect, but to new modes of enjoyment, riot, and fighting. Almost
every boat, while it lies in the harbour has one or more fiddles
scraping continually aboard, to which you often see the boatmen
dancing. There is no wonder that the way of life which the boatmen
lead, in turn extremely indolent, and extremely laborious; for days
together requiring little or no effort, and attended with no danger,
and then on a sudden, laborious and hazardous, beyond Atlantic
navigation; generally plentiful as it respects food, and always so as
it regards whiskey, should always have seductions that prove
irresistible to the young people that live near the banks of the
river.... And yet with all these seductions for the eye and the
imagination, no life is so slavish, none so precarious and dangerous.
In no employment do the hands so wear out. After the lapse of so very
short a period since these waters have been navigated in this way, at
every bend, and every high point of the river, you are almost sure to
see, as you stop for a moment, indications of the 'narrow house;' the
rude monument, the coarse memorial, carved on an adjoining tree by a
brother boatman, which marks that an exhausted boatman there yielded
his breath, and was buried." _Flint's Recollections of the last ten
years, 1826._
"Three steamers were built at Pittsburgh in 1816, the 'Franklin,' one
hundred and twenty-five tons, by Messrs. Shiras and Cromwell; the
'Oliver Evans,' seventy-five tons, by George Evans; and the 'Harriet,'
forty tons, by a Mr. Armstrong of Williamsport, Pennsylvania.... Up to
1816 grave doubts existed as to the practicability of navigating the
Ohio by steamboats. A gentleman who in that year, with others, long
watched the futile efforts of a stern wheeler to ascend the Horsetail
ripple, five miles below Pittsburgh, afterwards wrote that the
unanimous conclusion of the company was that 'such a contrivance might
do for the Mississippi ... but that we of Ohio must wait for some more
happy century of invention.'" _Magazine of western history, 1885._
THE STEAMBOAT FRANKLIN
"The elegant steam-boat Franklin, was launched from the shipyard at
the Point, in this city, on Wednesday last." _Mercury, April 20,
1816._
"The Steam Boat Franklin, burden 140 tons, was launched from the Point
Ship Yard, on Wednesday morning last. The Franklin is owned by a
company of gentlemen in this city, and is intended as a regular trader
between here and New Orleans. The engine for this boat is constructed
on Bolton and Watt's plan, improved by Mr. Arthurs of this place."
_Gazette, April 20, 1816._
Maysville, Dec. 24, 1816.
"The undersigned passengers in the Steam Boat Franklin, from
Pittsburgh, feel it a just tribute due to the proprietors and captain,
to express publicly their approbation of the very handsome manner in
which they have been entertained. Her accommodations, speed and
safety, as well as the polite attention of Captain Cromwell, are such
as will always insure a decided preference.
Chas. Savage, _Massachusetts_.
J. P. Cambridge, M.D., _Philadelphia_.
Tho. Sloo, _Cincinnati_.
John Trimble, _Kentucky_.
Geo. P. Turrence, _Cincinnati_.
Robert J. Baron, _London_.
W. R. Ord, _London_.
Louis Caenon, _France_.
J. W. Simonton, _Philadelphia_.
Daniel Lewis, _New York_.
The beautiful Steam Boat above named passed by this place on Tuesday
last." _Commonwealth, Jan. 6, 1817._
INTERESTING TO THE WESTERN PUBLIC
"On the 30th December, the steamboat Oliver Evans, departed from this
city for New-Orleans, laden with about forty tons freight and forty
passengers, and drew but thirty inches water, which is without doubt
less than ever known.... Her length is one hundred and twenty feet and
beam fourteen feet nine inches. She ascended the Allegheny when it was
high and rapid, at the rate of five miles per hour, and passed over
the ripple at Wainright's island, at such a rate as to cause people on
the shore to walk, briskly, to keep pace with her, and there remains
no doubt but that she is much the fastest vessel ever exhibited here."
_Mercury, Jan. 4, 1817._
THE STEAMBOAT HARRIET
"We had, on Tuesday last, the pleasure of a sail in the new steam boat
Harriett of _Pittsburgh_, owned by Mr. Joshua Armitage. She is
designed as a regular trader between this place and New-Orleans. She
is supposed to carry forty to sixty tons. Her engine and machinery
were built by Mr. J. Arthurs. They are simple in their construction,
and proved very complete in their operation. She ascended the
Allegheny, which was high and rapid, at about the rate of three miles
an hour; and ascended the rapid ripple at Wainright's island, with
perfect ease.--We feel happy in being able to announce this effort of
individual enterprize. It is the harbinger of the general introduction
of steam boat navigation on the western waters--and the day is not far
distant when _individuals_ as well as _companies_ will embark in such
useful improvements." _Mercury, Dec. 14, 1816._
THE STEAMBOAT DISPATCH
Stubenville, May 31, 1816.
"The steam boat Dispatch, Capt. Bruce, arrived at this place on
Tuesday evening last about 6 o'clock, from Cincinnati, and departed
next morning for Pittsburgh.--This is the same boat that the Kentucky
papers made so much noise about as having been stopped and ordered
off from New-Orleans without a cargo, by the agents of Fulton and
Livingston. The Dispatch is a remarkable sailor, having beat the Aetna
seven days in the run from Natchez to the Falls. She made her passage
in 24 days, while the Aetna was 31 days.--The Dispatch has 24
passengers on board from Cincinnati, and has been 10 days on her
passage from Cincinnati to Stubenville. Capt. Bruce reports that in
his passage from Natchez to the Falls he counted over 2000 boats
floating down the river, and this in the day time only; others might
have passed him in the night which he did not observe." _Mercury, May
11, 1816._
THE STEAMBOAT VESUVIUS
"We are sorry to state that the beautiful Steam Boat Vesuvius,
launched about two years ago at this place, has been burned to the
water's edge, at New-Orleans. The Vesuvius was freighted with a
valuable cargo of dry goods and other commodities. The fire broke
out about 12 o'clock the night previous to her intended departure.
As she lay in the middle of the stream, no assistance could be
afforded her, and all the property on board fell a prey to the
flames." _Commonwealth, Aug. 6, 1816._
THE TRANS-ATLANTIC STEAMER
"We are on the eve of one of the greatest experiments, which has been
undertaken during the present age. A Steam boat is about to brave the
Atlantic, and cross from N.Y. to Russia. The consequences of this
enterprize who will predict? It may open a new era in the art of
navigation. It may dispense with the lagging and variable agency of
winds and waves. It may bring the two worlds nearer together--it may
shorten the passage from 25 to 15 days. A first experiment is
everything, who does not wish it success?" _Gazette, Aug. 23, 1816._
"We have heard it doubted (says the Virginia Patriot) whether the
steam-boat soon to leave New York for Russia, will have sails; or
those who go in it will venture to trust themselves to the efficacy of
steam alone. If without sails (though Columbus deserves more credit,)
those who first cross the Atlantic in a steam-boat will be entitled to
a great portion of applause. In a few years we expect such trips will
be common....
Bold was the man, the first who dared to brave,
In fragile bark, the wild, perfidious wave:
and bold will they be who first make a passage to Europe in a steam
boat. Jason crept along by the shore: Not so these adventurers: they
will have
No port to cheer them on the restless wave."
_Gazette, Sept. 3, 1816._
Ferries and Bridges
"Between 1764 and 1819 the only means of crossing these streams, at
Pittsburg, was by way of ferries. The first of these, it is believed,
was operated from the foot of Ferry street, Pittsburg to the opposite
shore, and this was the origin of the name 'Ferry street'.... Early in
the nineteenth century a ferry was established from the mouth of
Liberty street, called 'Jones Ferry.' Foot passengers desiring to
cross the river employed skiffs, while stock was taken over on
flat-boats. Such boats were pushed by means of poles, at low stages of
water, and by oars in high water periods." _Boucher's Century and a
half of Pittsburg._
"The Subscriber respectfully informs his friends and the public in
general, that he intends opening a new Ferry on the Monongahela River,
where he now lives, a few steps East of the mouth of Wood-street,
which will co-operate with Mr. Beltzhoover's new house on the opposite
side of the river, kept by Mr. Robert Wilson. He has been careful to
provide himself with good new crafts, and also good trusty ferrymen.
He expects to be able to give general satisfaction to those who may
please to favor him with their custom. As he is determined there shall
be no detention at the ferry, those wishing to cross the river on the
evening before the Market-day can be accommodated with storage for
their marketing free of charge. He intends keeping a supply of the
best Liquors. He flatters himself that his strict attention to
business will insure him a sufficient supply of the public patronage.
WM. RALSTON,
Pittsburgh, March 20.
N.B. Those wishing to take their Ferrage by the year, can have an
opportunity of engaging with him at any time.
W. R."
_Commonwealth, March 20, 1816._
STEAM BOAT FERRY
"A meeting will be held at E. Carr's Tavern, in Water Street, on
Wednesday evening, 3d April, at 7 o'clock, on organizing a Company to
establish a Steam Ferry,--Those persons interested in preserving the
present advantages of the western section of the City from being
wrested out of their hands, by the injudicious site chosen by the
Legislature for the Monongahela Bridge, are particularly requested to
attend." _Gazette, March 30, 1816._
"The first steps taken towards the erection of bridges at Pittsburgh
were as early as 1810. A charter was granted by the Legislature on the
20th of March of that year for two bridges, one over the Monongahela
and the other over the Allegheny; but circumstances interfered to
prevent their erection for several years. The bridge charter was
allowed to lapse, but a new one was granted by the Legislature
February 17, 1816, which was signed by the governor May 31, 1816. A
company organized under this charter July 8, 1816. The bridges were
constructed and opened to the public for traffic, the Monongahela in
1818 and the Allegheny in 1820." _Warner's History of Allegheny
county._