The series of details, mostly of an uninteresting and dry nature, which were so hastily passed over in the last chapter seem to have been but the precursors to events of a character far more important to the interests of the city and far more agreeable to the reader. Before we approach, however, the one great event which opened a new theater of action to the city, and developed resources before undreamed of—the steam navigation of the Ohio. It will be necessary, to preserve the order in which this history has been written, to stop to notice two or three lesser matters.

Louisville, having become, from her peculiar position as a half-way house between the North and the South, the resort of numbers of strangers, it became necessary establish a police for the security of persons and property. This was done in 1810 by the appointment of two Watchmen, John Ferguson and Edward Dowler, at a salary of $250 per annum; and the records of the time do not show that these persons held their office as a sinecure.

The rogues having been thus placed under supervision, it became necessary to have a proper place for the administration of justice to them. In pursuance of this idea a Court House was erected in the centre of a large square now bounded by Fifth, Seventh, Market and Jefferson Streets. This building was made of brick after a plan drawn by John Gwathmey and was finished in 1811. The precise site of the house is now occupied by a part of the present Jail. It fronted on Sixth Street, and consisted of a main building with two wings attached. In front of the main building was a lofty Ionic portico, supported by four columns. Long before this building was removed, these columns, which were built of wood, gave convincing and thoroughly American proof that they had been consigned to other uses than those intended by their projectors. Notwithstanding their great size, the attacks made upon them by the pen-knives of the attacheÉs of the court had actually severed one of them, and the wood within convenient reach of a man’s hand which remained in the other three, would hardly have served for one day’s good whittling. This edifice was, in its earlier days, the handsomest of its kind in the western country. It was pulled down in 1836, in order to make room for the new structure undertaken, but never completed, in 1837.

This sublime monument of the city’s folly, was begun on a scale of unexampled magnificence, and had it been possible to complete it, would have been one of the most beautiful buildings in the West. It still stands an almost mouldering ruin, its half-finished grandeur constantly recalling the parable of the foolish man who “began to build and was not able to finish.”

We come now to notice an event of vital importance, not only to Louisville, but to the whole West. This was the commencement of Steam Navigation on the western rivers. In October of 1811, Fulton’s steamboat called the “New Orleans,” intended to run from the port of that name to Natchez, left Pittsburg for its point of destination. At this time there were but two steamboats on this continent; these were the North River and The Clermont, and they were occupied on the Hudson River. The New Orleans on her first trip took neither freight nor passengers. Her inmates “were Mr. Roosevelt, an associate of Fulton, with his wife and family, Mr. Baker, the engineer, Andrew Jack, the pilot, and six hands with a few domestics.” Her landing at Louisville is thus described in Latrobe’s Rambler in America.

“Late at night on the fourth day after quitting Pittsburg, they arrived in safety at Louisville, having been but seventy hours descending upwards of seven hundred miles. The novel appearance of the vessel, and the fearful rapidity with which it made its passage over the broad reaches of the river, excited a mixture of terror and surprise among many of the settlers on the banks, whom the rumor of such an invention had never reached; and it is related that on the unexpected arrival of the boat before Louisville, in the course of a fine still moonlight night, the extraordinary sound which filled the air as the pent-up steam was suffered to escape from the valves on rounding to, produced a general alarm, and multitudes in the town rose from their beds to ascertain the cause. I have heard that the general impression among the Kentuckians was, that the comet had fallen into the Ohio; but this does not rest upon the same foundation as the other facts which I lay before you, and which, I may at once say, I had directly from the lips of the parties themselves.”The water on the falls did not allow the Orleans to pass on to Natchez and she consequently made use of her time of detention by making several trips to and from Cincinnati. Toward the last of November she was enabled to pass the rapids, and after having weathered out the earthquakes, reached Natchez about the 1st of January, 1812. This boat was finally wrecked near Baton Rouge, where she struck on her upward passage from New Orleans.

From this event we may date the prosperity of Louisville as a fixed fact. At the head of ascending and the foot of descending navigation, all the wealth of the western country must pass through her hands. Such advantages as were here presented could not go unheeded. It became only necessary for the people to be convinced of the efficacy of steamboat navigation, and the opportunities held out to the capitalist by Louisville must be seen and embraced.

But as if to counterbalance the dawning of this great good, there came with it a great evil; for it was in December of this year that the first of a series of terrible and violent earthquakes was felt at Louisville; these carried consternation to the hearts of all her citizens; and during the four months of their almost constant recurrance there was little either of leisure or inclination for political progress. The first of the shocks was felt on the 16th of December at 2 h. 15 m. in the morning. Mr. Jared Brookes says of it: “It seems as if the surface of the earth was afloat and set in motion by a slight application of immense power, but when this regularity is broken by a sudden cross shove, all order is destroyed, and a boiling action is produced, during the continuance of which the degree of violence is greatest, and the scene most dreadful; houses and other objects oscillate largely, irregularly and in different directions. A great noise is produced by the agitation of all the loose matter in town, but no other sound is heard; the general consternation is great, and the damage done considerable; gable ends, parapets, and chimneys of many houses are thrown down.” The whole duration of this shock from the earliest tremor to the last oscillation was about four minutes. This shock was succeeded during the same day by two others of almost equal power. It is related that when it was felt, several gentlemen were amusing themselves with cards when some one rushed in crying, “Gentlemen, how can you be engaged in this way when the world is so near its end?” The card-table was immediately deserted for the street, where from the vibratory motion the very stars seemed toppling to a fall. “What a pity,” philosophized one of the party, “that so beautiful a world should be thus destroyed!” “Almost every one of them,” says a historian of the incident, “believed that mother Earth, as she heaved and struggled, was in her last agony.”

During the prevalence of the earthquakes, it was customary to suspend some object so as to act as a pendulum in all the rooms and by the degree of its motion to determine the probable amount of danger. If the pendulum began to vibrate freely, the house was instantly deserted. Those who inhabited the loftier and statelier mansions were, at least for the time being, free from the envy of their humble neighbors, with whom they would then have freely exchanged tenements. The possession of a princely edifice would then have been a source of regret rather than of pride or of congratulation. It is said, that unlike the great calamities of other times, this one had a good effect upon the public morals. The reason of this may probably be found in the fact that while this was a source of constant terror and alarm, it was yet not of a character to produce that despair which leads men to seek to drown all thoughts of a future in the reckless pursuit of pleasure or of forgetfulness.

Mr. Jared Brooks who preserved a faithful scientific account of these earthquakes refers to that of the 7th of February, 1812, as the most violent endured at any period during their continuance. It occurred at 3 h. 15 m. in the morning and, as this gentleman’s account says, “was preceded by frequent slight motions for several minutes; duration of great violence at least 4 minutes, then gradually moderated by exertions of lessening strength, but continued a constant motion more than two hours; then followed a succession of distinct tremors or jarrings at short intervals until 10 h. A. M., when, for a few seconds, a shock of some degree of severity, after which frequent jarrings and slight tremors during the day, once, at least in ten minutes. At 8 h. 10 m. P. M. a shock of second-rate violence, and during some minutes two others at equal periods, connected by continual tremor of considerable severity; the last shock was violent in the first degree, but of too short duration to do much injury. At 10 h. 10 m. P. M, after frequent considerable motions, the shock comes on violent in the second degree, strengthens to tremendous, holds at that about seven seconds, then trembles away, severe about five minutes; frequent tremors follow, and a shock of third-rate violence. The action then ceases for a time.” With one more extract from Mr. Brooks, we shall conclude this account of the celebrated earthquakes of 1811. This is a table showing the number and relative value of all the earthquakes experienced here. It is preceded by a lucid explanation of the degrees of violence referred to in the table, and shows at a glance the number and intensity of the shocks.

“First-Rate.—Most tremendous, so as to threaten the destruction of the town, and which would soon effect it, should the action continue with the same degree of violence; buildings oscillate largely and irregularly, and grind against each other; the walls split and begin to yield; chimneys, parapets and gable ends break in various directions and topple to the ground.

“Second-Rate.—Less violent, but very severe.

“Third-Rate.—Moderate, but alarming to people generally.

“Fourth-Rate.—Perceptible to the feeling of those who are still and not subject to other motion or sort of jarring, that may resemble this.

“Sixth-Rate.—Although often causing a strange sort of sensation, absence, and sometimes gidiness, the motion is not to be ascertained positively; but by the vibrators or other objects placed for that purpose.

TABLE.

End of each Week		1st	2d	3d	4th	5th	6th Rate.	Total.
December	22	3	2	3	1	12	66	87
"	29	0	0	0	0	6	150	156
January	5	0	1	2	9	3	119	134
"	12	0	1	0	10	0	150	161
"	19	0	0	0	4	6	55	65
"	26	1	1	7	2	2	78	91
February	2	1	0	4	6	7	191	209
"	9	3	5	7	5	15	140	175
"	16	0	0	3	6	12	65	86
"	23	0	0	4	6	4	278	292
March	1	0	0	1	4	8	126	139
"	8	0	0	2	9	8	39	58
"	15	0	0	2	3	6	210	221
Total		8	10	35	65	89	1667	1874

The good effect which, as before mentioned, was produced upon the morals of the town by this succession of dangers does not seem to have been of permanent value if we may credit a writer in the Bedford Pa. Gazette, in the year 1814, who makes himself very merry over what he is pleased to term the “devout paroxisms” of the good citizens of this place, as will appear by the following communication.

He says: “At Louisville, in the State of Kentucky, a town about four times as large as Bedford, they have no church. When the earthquake gave them the first shock, they grew very devout in one night; and on the next day with long faces, they subscribed a thousand dollars to build a house of public worship. Thus the matter rested until the second shock came, when another devout paroxism produced another thousand dollars. It rested again till a third earthquake and devout fit produced another subscription to the same amount. There was no more of the matter. The earthquake did not return, and the Louisvillians concluded the devil would not send for them for a few years more, and in the mean time determined to be merry. They immediately built a theater, which cost them seven thousand dollars, and employed a company of actors, the offscourings of maratime city theaters. To this company they gave about five hundred dollars per week, till at length the actors, instead of raising the curtain, broke through it and broke each other’s heads with sticks, and the heads of some of the auditors who interfered. The earthquakes have lately begun to shake Louisville again, but whether they laugh or pray I have not heard.”

The Western Courier, published at Louisville, copies this article, with some stringent remarks upon its contents; and attributes the authorship of it to some actor whose efforts in his profession had not been duly honored by the people whom he villifies. Who is in the right in this matter it is now impossible to say; but it is certain that the author of the article in question is guilty of an anachronism, for it will be remembered that the theater was built previous to the commencement of the earthquakes. It is, however, unquestionably true that the theater was built several years before a church edifice of any kind was attempted.

The newspaper from which this article was copied was commenced here in October or November of 1810, by Nicholas Clarke. It was published weekly at three dollars per annum, and contained for the most part little else than news of the wars, acts of Assembly and of Congress, and advertisements. In 1814, Mann Butler joined Mr. Clarke in the editorship of the paper, but did not continue long in his chair. The Louisville Correspondent was issued at about the same time, and edited by Col. E. C. Barry. It was discontinued in 1817. It is believed that there are no files of it in existence now.

Reference to all the early files of newspapers published at this day, will show how gradual and yet how certain was the progress of steamboat navigation on the Ohio. The arrival of every boat was carefully noted and always accompanied with a great flourish of trumpets and a renewed eulogy on the wonders of the new invention. Much credit is due to Capt. H. M. Shreve, lately of St. Louis, for his indefatigable and successful endeavors to improve as well as to enlarge this prominent branch of commerce. As is well known, Fulton and Livingston held a patent for the entire right to navigate all the rivers in the United Stages for a certain number of years. But Mr. Shreve, seeing the injustice of this grant and doubting its legality, openly defied it; and finally, after much effort and not a little pecuniary loss, succeeded in 1816 in removing the grant and throwing open the navigation of the public highways to all. It will not be uninteresting to the reader, while upon this fruitful topic, to glance at a list of all the steamboats employed upon the western waters until 1819. This list is copied from Dr. McMurtrie, whose data is not always implicitly reliable. It has however been corrected as far as was practicable at this remote period. The present tense, whenever employed, is meant to refer to the year 1819.

STEAMBOATS EMPLOYED ON THE WESTERN WATERS FROM 1812 TO 1819.

1st. The Orleans—the first boat built at Pittsburg, owned by and constructed under the superintendence of Mr. Fulton. Sailed from Pittsburg in October, 1811, and arrived at her destination, Natchez, about the 1st January, 1812. She ran between New Orleans and Natchez about two years, making her voyages to average seventeen days; was wrecked near Baton Rouge, where she sunk on the upward bound passage; 400 tons burthen.

2d. The Comet—owned by Samuel Smith; built at Pittsburg by Daniel French; stern-wheel and vibrating cylinder; on French’s patent granted in 1809. The Comet made a voyage to Louisville in the summer of 1813; and descended to New Orleans in the Spring of 1814; made two voyages to Natchez, and was sold; the engine put up in a cotton gin; 45 tons burthen.

3d. The Vesuvius—built at Pittsburg by Fulton, and owned by a company of gentlemen belonging to New York and New Orleans. Sailed from New Orleans in the Spring of 1814, commanded by Captain Frank Ogden. She was then employed some months between New Orleans and Natchez, under the command of Captain Clemmont, who was succeeded by Captain John DeHart; shortly after she took fire, near the city of New Orleans and burned to the water’s edge; having a valuable cargo on board. She was afterwards raised and built upon at New Orleans. She has since been in the Louisville trade, and has lately been sold to a company at Natchez; 390 tons burthen.

4th. The Enterprise—built at Brownsville, Pennsylvania, on the Monongahela, by Daniel French, on his patent, and owned by a company at that place. She made two voyages to Louisville in the summer of 1814, under the command of Captain J. Gregg. On the first of December she took in a cargo of ordinance stores at Pittsburg, and sailed for New Orleans, commanded by Captain H. M. Shreve, and arrived at New Orleans on the 14th of the same month. She made one voyage to the Gulf of Mexico as a cartel; one voyage to the rapids of Red River with troops; nine voyages to Natchez; set out for Pittsburgh on the 6th May, and arrived at Shippingport on the 30th, (25 days out,) being the first steamboat that ever arrived at that port from New Orleans. From thence she proceeded on to Pittsburgh, and the command was given to Captain D. Wooley, who lost her about twelve months after in Rock harbor at Shippingport; 45 tons burthen.

5th. Etna—built at Pittsburg, and owned by the same company as the Vesuvius; sailed from Pittsburg for New Orleans in March, 1815, under the command of Captain A. Gale, and arrived in April following; continued in the Natchez trade. Was then commanded by Captain R. De Hart, who made six voyages in her to Louisville; and is now commanded by Captain A. Gale in the same trade.

6th. The Dispatch—built at Brownsville, on French’s patent, and owned by the same company as the Enterprise. She made several voyages from Pittsburg to Louisville, and one from New Orleans to Shippingport, where she now lies a wreck, her engine out; was commanded by Captain J. Gregg; 25 tons burthen.7th and 8th. The Buffalo, 300 tons; and James Monroe, 90 tons; built at Pittsburg by Latrobe, for a company at New York, but failed in finishing them. They were sold at Sheriff’s sale, and fell into the hands of Mr. Whiting, and finished by him with engines; both dull sailers.

9th. Washington—a two-decker; built at Wheeling, Virginia; constructed and partly owned by Captain H. M. Shreve; her engine was made at Brownsville, under the immediate direction of Captain Shreve. Her boilers are on the upper deck, being the first boat on that plan, and is a valuable improvement by Captain Shreve, which is now generally in use. The Washington crossed the falls in September, 1816, commanded by Captain Shreve, went to New Orleans, and returned to Louisville in the winter. In the month of March, 1817, she left Shippingport a second time, proceeded to New Orleans, and returned to Shippingport, being absent but 45 days. This was the trip that convinced the despairing public that steamboat navigation would succeed on the western waters. She has since been running with similar success in the same trade; 400 tons burthen.

10th. The Franklin—built at Pittsburg, by Messrs. Shires and Cromwell; engine built by George Evans; sailed from Pittsburg in December 1816; was sold at New Orleans, and has been in the Louisville and St. Louis trade since that time; she was sunk in the Mississippi near St. Genevieve a few months since, under the command of Captain Reed, on her way to St. Louis; 150 tons burthen.

11th. The Oliver Evans; (now the Constitution,) 75 tons; was built at Pittsburg by Mr. George Evans; engine his patent. She left Pittsburg in December, 1816, for New Orleans; in 1817 she burst one of her boilers, off Coupee, by which eleven men lost their lives, principally passengers. Has done but little since. Is now owned by Mr. George Sutton and others of Pittsburg; 75 tons burthen.

12th. The Harriet—built at Pittsburg; owned and constructed by Mr. Armstrong, of Williamsport, Pennsylvania. She sailed from Pittsburg, October, 1816, for New Orleans, and crossed the falls in March, 1817; made one voyage to New Orleans, and has since run between that place and the Muscle Shoals; 40 tons burthen.

13th. The Pike—a small boat built by Mr. Prentiss, of Henderson, Kentucky; run some time from Louisville to St. Louis; from thence in the Red River trade. Was lost on a sawyer, March, 1818; 25 tons burthen.

14th. The Kentucky—built at Frankfort, Kentucky, and owned by Hanson and Boswell; in the Louisville trade; 80 tons burthen.

15th. The Gov. Shelby—built at Louisville, Kentucky, by Messrs. Gray, Gwathmey and Gretsinger; Bolton and Watt’s engine. Now performing very successfully in the Louisville trade; 120 tons burthen.

16th. The New Orleans—built at Pittsburg in 1817, by Fulton and Livingston; in the Natchez trade. Near Baton Rouge, she was sunk and raised again, and sunk at New Orleans in Feb. 1819, about two months after her sinking near Baton Rouge; 300 tons burthen.

17th. The George Madison—built at Pittsburg in 1818, by Messrs. Voorhies, Mitchell, Rodgers, and Todd, of Frankfort, Kentucky; in the Louisville trade: 200 tons burthen.

18th. The Ohio—built at New Albany by Messrs. Shreve and Blair; in the Louisville trade; 443 tons burthen.

19th. The Napoleon—built at Shippingport in 1818, by Messrs. Shreve, Miller, and Breckenridge, of Louisville; in the Louisville trade; 332 tons burthen.

20th. The Volcano—built at New Albany, by Messrs. John and Robertson De Hart, in 1808; in the Louisville trade; 250 tons burthen.

21st. The Gen. Jackson—built at Pittsburg in 1818, and owned by Messrs. R. Whiting of Pittsburg, and Gen. Carroll of Tennessee; in the Nashville trade; 200 tons burthen.

22d. The Eagle—built at Cincinnati in 1818, owned by Messrs. James Berthoud and Son, of Shippingport, Kentucky; in the Louisville trade; 70 tons burthen.

23d. The Hecla—built at Cincinnati in 1818, and owned by Messrs. Honore and Barbaroux, of Louisville, Kentucky; in the Louisville trade; 70 tons burthen.

24th. The Henderson—built at Cincinnati in 1818, and owned by Messrs. Bowens, of Henderson, Kentucky; in the Henderson and Louisville trade; 85 tons burthen.

25th. The Johnson—built at Wheeling in 1818, by George White, and owned by Messrs. J. and R. Johnson, of Kentucky; in the Louisville trade; 90 tons burthen.

26th. The Cincinnati—built at Cincinnati in 1818, and owned by Messrs. Peniwit and Burns, of Cincinnati, and Messrs. Paxton and Co. of New Albany; in the Louisville trade; 120 tons burthen.27th. The Exchange—built at Louisville in 1818, and owned by David L. Ward, of Jefferson county, Kentucky; in the Louisville trade; 200 tons burthen.

28th. The Louisiana—built at New Orleans in 1818, and owned by Mr. Duplissa of New Orleans; in the Natchez trade; 45 tons burthen.

29th. The James Ross—built at Pittsburg in 1818, and owned by Messrs. Whiting and Stackpole, of Pittsburg; in the Louisville trade. This boat has lately made a trip from New Orleans to Shippingport, in sixteen days and a half, having lost sixty one hours and eight minutes in discharging cargo on the way. Had on board 200 tons cargo; 330 tons burthen.

30th. The Frankfort—built at Pittsburg in 1818, and owned by Messrs. Voorhies and Mitchell of Frankfort, Kentucky; in the Louisville trade; 320 tons burthen.

31st. The Tamerlane—built at Pittsburg in 1818, and owned by Messrs. Boggs and Co., of New York; in the Louisville trade; 320 tons burthen.

32d. The Cedar Branch—built in 1818, and owned at Maysville, Kentucky; in the Louisville trade; 250 tons burthen.

33d. The Experiment—built at Cincinnati in 1818, and owned at that place; 40 tons burthen.

34th The St Louis—built at Shippingport in 1818, and owned by Messrs. Hewes, Douglass, Johnson and others; in the St. Louis trade; 220 tons burthen.

35th. The Vesta—built at Cincinnati in 1817, and owned by Captain Jenkins of that place; in the Louisville trade; 100 tons burthen.

36th. The Rifleman—built at Louisville in 1819, and owned by Messrs. Butler and Barners, of Russelville, Kentucky; in the Louisville trade; 250 tons burthen.

37th. The Alabama—a small boat, built on Lake Ponchetrane in 1818; in the Red River trade.

38th. The Rising States—built at Pittsburg in 1819, and owned by W. F. Peterson and Co., of Louisville; in the Louisville trade.

39th. The General Pike—built at Cincinnati in 1819, intended to ply between Louisville, Cincinnati, and Maysville, as a packet, and owned by a company in Cincinnati.

40th. The Independence—owned by Captain Nelson, and intended to ply between Louisville and St. Louis.

41st. The United States—built at Jeffersonville, Indiana, in 1819; owned by Hart and others, and has two separate engines, made in England. She is doubtless the finest merchant steamboat in the universe, drawing but little water, and capable of carrying 3000 bales of cotton; in the Louisville trade; 700 tons burthen.

The interest of this subject and the quantity of material which presses upon us in regard to it have for awhile led us to forget the proper order of our history, to which it will be necessary now to revert. Commencing then with 1811 we have first to record the erection of a Catholic Chapel by the Rev. Mr. Badin. This building was situated upon a lot given by Mr. Tarascon, near the present corner of Eleventh and Main streets. It was built in the Gothic style, and was a small edifice. The lot upon which it stood was used as the cemetery of the church, and many years afterward in digging out Eleventh street; skulls, bones, and portions of bodies were thrown up from this graveyard.With the opening of the year 1812, was commenced the first Bank ever instituted in Louisville. This was the branch of the Bank of Kentucky. Previous to this, there was an unincorporated establishment named the Louisville Bank, whose capital of about 75,000 dollars was thrown into this Bank, with an addition of 25,000 dollars, making for the first incorporated Bank a capital of 100,000 dollars. This bank was situated on the North side of Main street, near the corner of Fifth, and was under the direction of Thomas Prather,[11] President, and John Bustard, Cashier. An additional impetus was also given to the commercial prosperity of the town by the establishment, during this year, of an iron foundry by Mr. Paul Skidmore. The attention of this foundry was directed to casting gudgeons for water and horse mills, dog and smoothing irons, and odd oven lids. From this small beginning arose that branch of industry now so large and of so vital importance to the city. A brief sketch of the progress of foundries since that time may be interesting to the reader. Mr. Skidmore was succeeded by Joshua Headington, who continued the same description of business with little if any improvement until 1817, when he was in his turn succeeded by Prentiss and Bakewell, who undertook the building of Steam engines, getting a part of the machinery from Philadelphia, and a part from Pittsburg, but they did not succeed very satisfactorily until 1825, when they built some engines for small boats which performed respectably. These gentlemen dissolved their connection about 1826. Mr. Prentiss continued the business a short time alone, and then sold one half of his establishment to Jacob Keffer, who was to superintend the foundry. In 1831, this foundry ceased operations, and Messrs. D. L. Beatty, John Curry, and Jacob Beckwith built a foundry and carried on successfully the casting and steam engine business. These gentlemen erected the first air furnace which ever proved of any value; built the first regular boring-mill, and substituted the blowing cylinder instead of the common wood and leather bellows. There are now six foundries for building steam-engines and machinery of all kinds in full operation, beside six extensive Stove Foundries.

The legislature of the State passed an act during this year ordering Main street to be paved from cross No. 3 to cross No. 6, at the expense of the owners of lots fronting on said street. While the paving was progressing agreeably to this order, an honest Scotchman came by from the vicinity with a loaded wagon. “What’ll ye be doin’ there?” was his salutation to the superintendent of the work. “Paving the street,” was the answer. “Pavin’, do ye say, weel, weel, when it’s done, I’ll willinly pay my peart o’ it, for I hae had awfu’ wark gettin’ through it a’ before.” It is not recorded whether this honest gentleman was called on for his “peart,” but it is presumed he was enabled to enjoy these advantages gratis.

It was also about this period that a Methodist church was built in this place. This church is the one referred to in the communication published a few pages previous. It was the second church of any kind ever built in the city, and was erected by the subscriptions of all the citizens. It was under the direction of the Methodists, but was opened to ministers of all denominations. It was situated on the North side of Market street between Seventh and Eighth. The house has since been converted into a dwelling and is still standing. It was soon found to be too small to accommodate the growing population of the town and was accordingly sold, and the present Fourth street Methodist Church built with the proceeds of that sale, assisted by the subscriptions of the citizens. This latter building was erected in 1815.

In 1814 the town of Portland was laid out by Alexander Ralston, for the proprietor William Lytle. It was originally divided into Portland proper, and the enlargement of Portland. The lots in Portland proper were all half acre lots, and when laid out, were sold for two hundred dollars each. In 1819 they had advanced to about one thousand dollars. The lots in the enlargement were three-fourths of an acre, and were sold at three hundred dollars each. This town was not established by law until 1834, and in 1837 it was adjoined to the city. It has fulfilled the office of a suburb to Louisville, but has never at any time held prominent importance among towns, and is chiefly worthy of notice now as a point of landing for the largest class of New Orleans boats at seasons when the stage of the river will not allow them to pass over the rapids. Although it was at one time predicted that “its future destinies might be regarded as those of a highly flourishing and important town,” it has never equalled the least sanguine hopes of its friends. It has no history of its own worthy of relation.

During the same year the town of New Albany, in the State of Indiana, opposite to Portland, was laid out by its proprietors, the Messrs. Scribner. Its progress at first was slow, but the many advantages which it presented (firstly its extremely healthy location, and secondly the great quantity and excellent quality of ship timber in its vicinity,) soon established its prosperity. In 1819 it contained a population of about 1000 souls, and had 150 dwelling houses. A historian of this latter period asserts that the inhabitants are all either Methodists or Presbyterians. It has now grown to be one of the most important towns in Indiana, and still promises renewed and increased prosperity. It would be hardly fair to class this flourishing city as a suburb of Louisville, and yet the two are so intimately connected that the prosperity or adversity of the one cannot but affect the other. The value of those relations will be shown hereafter.

Some idea may be formed of the commercial prosperity of the town at this period by reference to the following manifest of the Barges and Keel boats, arrived at this port during the three months, ending July 18th, 1814. There arrived during that period, 12 barges, in all 524 tons burthen, and 7 keel boats, in all 132 tons. The following is a manifest of cargoes delivered by these boats during that period.

813 bales Cotton,		438 hhds. Sugar,		5 bbls. Molasses,
26 bbls. and kegs fish,		1267 bbls. Sugar,		128 bbls. Coffee,
28 cases Wine,		12 Boxes"		339 bags"
1 bbl."		1 bbl. Fish Oil,		5 cases Preserves,
1 bag and 1 bbl. Allspice,		2 bags Pepper,		29 bbls. Indigo,
6 ceroons Cochineal,		28 bales Wool,		2 ceroons"
1 demij. and 1 bbl. lime juice,		21"Hides,		6 tons Logwood,
1 Bale Bear Skins,		453""dry,		18000 lbs. pig cop’r,
28 boxes Steel,		1 bbl. Rice,		1 box Crockery,
The probable value of these articles was estimated at $266,015.

It was during the same year that Messrs. Jacob and Hikes put into successful operation a paper mill at this point. The Western Courier was issued on paper manufactured at this mill.

A very great barrier to the progress of the town at this period consisted in its great unhealthiness. Owing to the vast reservoirs of standing water which still remained in and about the town, there was a great deal of bilious and remittent fever, “often sufficiently aggravated to entitle it to the name of yellow fever.” It will be recollected that reference has been heretofore made to this subject. At this period, a new alarm was raised, and it was found difficult to get people even to bring produce to the markets of the town. Acclimation was considered, and indeed was absolutely necessary. The newspapers of the day teem with indignation at the course pursued by the neighboring and rival towns in circulating aggravated accounts of the progress of disease here. But even the warmest friends of Louisville did not pretend to deny that it was extremely unhealthy. One of these writing soon after this date, says: “To affirm that Louisville is a healthy place would be absurd, but it is much more so than the thousand tongues of fame would make us believe; and as many of the causes which prevent it from becoming perfectly so, can be removed, a few years hence may find the favorable alterations accomplished, and so do away with the general impression of its being the grave-yard of the Western country.” As is well known, this prediction has been verified, and from the reputation of a grave-yard, Louisville has now everywhere attained the title of the most healthy city in America.

With the commencement of the next year, 1815, we are again enabled to give the following very accurate tabular view of the political position of the city. The following table will clearly show its past growth, and give an accurate idea of its size, commerce, and manufactures at that time.

24 Merchantile Stores,		5 Medicine shops,		3 House Painters,
1 Bookdo,		8 Boot makers,		4 Chair makers,
1 Auction and Commission, store,		4 Cabinet makers,		5 Tailors,
1 Clothing store,		2 Coachdo,		5 Hatters,
1 Leatherdo,		1 Gun Smith,		3 Saddlers,
1 Druggist’s do,		1 Silver do,		2 Coppersmiths,
1 Plan maker,		2 Printing offices,		1 Steam Saw mill,
1 Carding and Spinning factory,		1 Soap factory,		1 Nail factory,
1 Tin Shop,		1 Air foundry,		6 Blacksmiths,
4 Bazars,		4 Bakers,		1 Brewer,
4 Rope Walks,		2 Tobacco factories,		1 Bagging factory,
4 High Schools,		6 Brick Yards,		1 Stone ware, do,
1 Theater,		1 Tan Yard,		1 Meth. church,
2 Taverns, (inferior to none in the Western country, and several others of less note.)

The only other event belonging to this year which may be considered worthy of note was the arrival on the 1st of June of the steamboat Enterprize, Captain Shreve, only 25 days from New Orleans! This trip then so astonishingly speedy is made the subject of remark in the newspapers of the day, and Captain Shreve is every where congratulated on “the celerity and safety with which his boat ascends and descends the currents of these mighty waters.” These congratulations or at least a part of them were received just in time, for in about a year afterwards, this same gentleman proved that his navigation was not always alike safe and speedy. On the 3d June, 1816, he was in command of the steamer Washington, bound from Pittsburg for Louisville, when she met with the first serious disaster which had ever occurred in the steamboat navigation of the Ohio. When near Wheeling this boat burst her cylinder-head, killing seven persons and injuring several others, Capt. Shreve among the latter number. This accident elicited a degree of sympathy and occasioned an amount of alarm, which a much more severe steamboat disaster would now fail to produce.

The following announcement from one of the newspapers of the day, gives an account of the launching of the first steamboat ever built at this point; and shows that despite of accident and danger, the citizens had fairly embarked in a business that has since been so productive to the interests of the city. “On Monday the 3d of July, was safely launched from her stocks, at the mouth of Beargrass into her destined element, the elegant new steamboat Gov. Shelby, owned by Messrs. Gray, Gwathmey, Gretsinger and Ruble of this town. The Gov. Shelby is intended as a regular trader between this place and New Orleans, is of 122 tons burden, and is thought by judges to be one of the handsomest models, which does great credit to her constructors, Messrs. Desmarie and McClary.”

It was at this period that the old banking system was in the zenith of its power. The whole country was flooded with paper money of all kinds and of all denominations. Specie currency was almost entirely out of circulation, having been supplanted by private bills, worthless bank notes, and all other kinds of “shin plasters.” This sort of currency was the occasion of innumerable disasters; all confidence was destroyed in the community, and pecuniary transactions were of course limited. The scarcity of silver was the subject of much merriment as well as the cause of grievous distress. At one time a specie Spanish dollar is advertised as a curiosity, and the citizens are invited to witness an exhibition of it; at another, a merchant promises to show, gratis, four silver Spanish coins to all who will call and purchase at his store. The tradesmen generally, however, took a more serious view of the matter; and on the 29th August, 1816, called upon the Merchants and Mechanics of the town “to assemble at the Union Hotel on Saturday afternoon at 6 P. M., to take into consideration the measures necessary to be adopted to check the circulation of private bills, &c.” The result of this meeting, however, never transpired; and as the shin-plaster currency continued its baleful operations for many years afterward, it is to be supposed that the Merchants and Mechanics of Louisville either could not concert, or could not execute the aforesaid “necessary measures.”

Notwithstanding, however, all the disadvantages accruing from this state of disordered currency, the year did not pass by without adding another to the increasing list of manufactories in the town. This other was an immense distillery, organized by a company formed in New England, and incorporated by the legislature of this State. It was called the “Hope Distillery,” and had a capital of $100,000 dollars, with the liberty of increasing it to double that amount. This Company purchased one hundred acres of ground at the lower end of Main street, opposite to the commencement of Portland Avenue, and erected immense buildings thereon, intending to conduct their business on a more extensive scale than any before established in the United States. This enormous establishment however did not realize the expectations of its proprietors, and the project was abandoned. The buildings remained almost tenantless and useless for many years. They were finally burned.

As if to counterbalance the prospective evil likely to be produced by this enormous manufactory of “poison for soul and body,” there was established about the same time the first Presbyterian Church in Louisville. It was organized by exactly sixteen members, but it was not until the next year that a building was erected for them. The acts of the legislature of this year also incorporated a Louisville Library Company.

The account of the year 1816 will be closed with an extract from the travels of Mr. Henry Bradshaw Fearon, the title-page of whose book represents him as deputed by thirty-nine English families to ascertain whether any or what parts of the United States would be agreeable to them as a future residence. His account of the town is of course honest, so far as he is concerned, and unprejudiced, and as such is entitled to its share of consideration. At any rate he treats the subject more in detail than most foreign travelers have done. He says: “Having been twice in Louisville, I boarded at both hotels; Allen’s Washington Hall, and Gwathing’s [Gwathmey’s] Indian Queen. They are similar establishments, and both on a very large scale; the former averages 80 boarders per diem; and the latter 140. The hotels are conducted differently here from those with which you are acquainted. The place for washing is in the open yard, where there is a large cistern, several towels, and a negro in attendance. The sleeping rooms commonly contain from 4 to 8 bedsteads, having matresses upon them, but frequently no feather beds, sheets of calico, two blankets and a quilt, (either a cotton counterpane or a patchwork quilt.) The bedsteads have no curtains, and the rooms are generally unprovided with any conveniences. The public rooms are the news room, boot room, in which the bar is situated, and the dining room. The fires are generally surrounded by parties of six, who get and keep possession of them. The usual custom is to pace up and down the bar room as people walk the deck at sea. Smoking cigars is practised by all without exception, and at every hour of the day. Argument is of rare occurrence, and social intercourse seems still more unusual. Conversation on general topics, or the taking enlarged or enlightened views of things rarely occurs; each man is in pursuit of his own individual interest, and follows it in an individualized manner. But to return to the taverns; at half past seven o’clock the first bell rings for collecting the boarders; at eight the second bell rings, breakfast is then set, the dining room is unlocked, a general rush commences, and some activity as well as dexterity is essentially necessary to obtain a seat at the table. A boy, as clerk, attends to take down the names, in order that when the bills are settled no improper deduction should be made. The breakfast consists of a profuse supply of fish, flesh, and fowl, which is consumed with a rapidity truly extraordinary. Often before I had finished my first cup of tea, the room, before crowded to suffocation, was empty. The dinner which takes place at 2 o’clock, and the supper which is eaten at six is conducted in the same manner as the breakfast. At table there is no conversation and no drinking. The latter is effected by individuals taking their solitary eye-openers, toddy, or phlegm dispersers at the bar, the keeper of which is in full employ from sunrise till bed-time which is always at ten o’clock. Liquor here is never drunk neat or with sugar and warm water.”

Speaking of the society of Louisville, the same Mr. Henry Bradshaw Fearon takes it upon himself to say: “I do not feel myself competent to confirm or to deny the general claim of the people of this town to generosity and warmth of character. Of their habits I would also wish to speak with equal diffidence, [and here is a proof of it!] but that they drink a great deal, swear a great deal, and gamble a great deal, is very apparent to a very brief resident. There is a great lack of amusement in Louisville; the only one I saw was called ‘Gander Pulling,’ which is thus conducted. Tie a live gander to a tree or pole and grease its neck, then ride past at full gallop, and he who succeeds in pulling off the head of the victim, receives the victory, the reward of which is the body of the gander. I think I have heard of a similar pastime as practiced in Holland. But these,” generously adds Mr. Henry Bradshaw Fearon, “are not to be taken as unmixed characteristics.”

By dint of great exertions on the part of the inhabitants of the town, they at last succeeded in procuring the location of a branch bank of the United States at this point. This bank was opened in 1817 under the auspices of the following gentlemen: Stephen Ormsby, President; Wm. Cochran, Cashier; G. C. Gwathmey, Teller; Alfred Thruston, First Bookkeeper; Thomas Bullitt, D. L. Ward, Richard Furguson, M. D., Norburn, B. Beale, Thomas Prather, John H. Clark, Henry Massie, Charles S. Todd, Wm. S. Vernon, James C. Johnson, M. D., John Gwathmey and James D. Breckinridge, Directors. It was situated at the north-east corner of Fifth and Main Streets. This bank does not however seem to have been more agreeable to the citizens than were its predecessors. “It is very evident,” says the first historian of the city, “that the people of this country are ruining themselves by banking institutions as fast as they cleverly can.” The history of this bank does not present any different features from that of its sister branches.

The next important event in this year was the building of the Presbyterian Church. This edifice was erected on the west side of Fourth Street, between Market and Jefferson, on the north-west corner of the alley. It was a neat, plain, but spacious building. The interior was divided into three rows of pews, and was furnished with galleries on three sides; the exterior was brick, and was adorned with a steeple in which was a belfry and a superb bell. Its first pastor was Rev. D. C. Banks. This church was destroyed by fire in 1836. All who were residents in the city at that time will remember this conflagration. The building took fire in the evening during a meeting of the church. The efforts of the citizens to preserve it from destruction were energetic and continued, but unavailing. When it was found that it was no longer possible to save the building, all efforts were directed toward the preservation of the bell. This splendid instrument, the first large bell ever in the city, was esteemed and venerated to a degree far beyond that which is usually felt for inanimate objects; it had a hold upon the affections of all ages, sexes and classes of people, as well the inhabitants as those who visited the city periodically. It was used to announce all public tidings, whether of meetings, fires, or deaths. Its clear and silvery notes were heard for miles around, and brought joy, or terror, or wo to a thousand hearts; all within the sound of its mighty tongue had learned to know and love its voice; and now, that its destruction was threatened, a thousand hearts thrilled with fear of its loss or throbbed with hope of its salvation. Still the devouring element crept on apace, and still, like the old sacristan of Saint Nicholas, stood the ringer at his post, and still went on the loud clanging alarum of the bell. Soon the pillars which supported the dome of the belfry were wrapt in sheets of flame, but the alarm peal still rang on as if the imprisoned monster was yet undespairing, and cried aloud “to the rescue!” Then the falling timbers and flakes of fire drove the ringer from his post. For a while the bell still pealed on “in a clamorous appealing to the mercy of the fire,” till at last the wheel on which it hung was wrapped in flames. Then came its despair, and as spoke after spoke burnt from the wheel, it slowly tolled—tolled its own death-knell; heedless it was of the brilliant coruscations of flame that fell in showers around it, as the covering of the dome broke from its fastenings and shot upward in the light and then fell, leaving a train of fire to mark its path; heedless of the soaring flames, of the upgazing crowd; thinking only of its approaching dissolution. Slowly and solemnly it tolled the funeral knell, and with the last stroke of its hammer, and the last dazzling off-shoot from the dome, tower, bell, and dome all came down with a tremendous crash. The crowd had ceased to work, had ceased to speak; all eyes were upon the self-ringing bell, and all felt the poetic power and beauty of the incident. And now that it was fallen, no single voice sent up the hurrah, no rude sound desecrated the moment. The engines again began their combat, and all went on as before. The bell was the next day exhumed from its bed and carried away by piecemeal to be kept as relics of the incident of its death-struggle.

The second event of this year was the incorporation of a hospital company which consisted of twelve prominent citizens, who were authorized to obtain a sum not exceeding $50,000, to be applied to this purpose. Mr. Thos. Prather contributed five, and Mr. Cuthbert Bullitt two acres of land as a site for the institution. This establishment was supported by a duty of two per cent, on auction sales in Louisville. Its interests are fully set forth in the wretchedly written preamble of the act incorporating it, which is as follows:

“Whereas it is represented, that of those engaged in navigating the Ohio and Mississippi rivers, many persons, owing to the fatigue and exposure incident to long voyages, become sick and languish at the town of Louisville, where the commerce in which they are engaged sustains a pause, occasioned by the falls of the Ohio river; that the charity of the citizens of that town and county is no longer able to minister to those poor unfortunate persons, the support and attention which the necessities of the latter, and the humanity of the former would seem to demand and prescribe; that the growing character of Louisville, as a place as well of import as of export, and the growing commerce of this State and of the western country connected with that place threatens to throw an increased mass of sick upon the citizens of that town and country, to the comfort and support of whom the resources subject to the exactions of charity would be unequal, and applied as individual sympathy might dictate, unavailing; and that it would be wise and humane to incorporate an institution at that place, for the relief, sustenance, comfort and restoration of the poor and the afflicted of the description aforesaid: Wherefore, &c.” In 1811, the Legislature made a donation of $10,000, and in 1822 a similar gift of $7,500 to this hospital. It is now in the hands of the city, and is used as a clinique by the medical schools here. The original building yet stands, but has been remodeled and improved.

In this year the small-pox made fearful ravages in the town, and, “owing,” as Dr. McMurtrie says, “to the slothful negligence of the civil authorities, it was impossible to prevent its innoculating the place for several years.”

The last incident which will be mentioned in connection with this year was a dinner given on the 27th of April, 1817, to Capt. H. M. Shreve, as a testimony of the consideration in which he was held as a steamboat navigator, and particularly with a view to congratulate him on the very expeditious voyage he had performed from Louisville to New Orleans and back. This voyage was made by the steamer Washington, and, as will be seen by reference to the list of steamboats published in the earlier part of this volume, was performed in the very brief period of forty-five days! Capt. De Hart was also invited to partake of this dinner, the committee assuring him of their highest respect, and that they would have been early to make him public testimonials of this respect but for fear that it would be construed into a countenance of the course the concern to which he was attached, has been, and is pursuing. Reference is here had to the Fulton and Livingston Company, who were still seeking to monopolize the navigation of the western rivers. Mr. Norborn B. Beale was President, and Maj. C. P. Luckett Vice President, on this occasion. The Committee of Invitation consisted of J. Headington, Levi Tyler and Jas. A. Pearce. Toasts were drunk to several of the Presidents, to the 19 United States, to the Ohio and Mississippi, to the State of Louisiana, to New York, to Fulton, Shreve, De Hart and others. The following toast shows that Louisville had yet some fears of the rivalry of her neighbors: 12th. “Our Sister-towns of Lexington and Frankfort—let us have equal privileges in a fair competition, that local advantages and individual enterprise may insure pre-eminence.” It is said that at this dinner, Mr. Shreve predicted that a trip from New Orleans to Louisville would be effected in ten or twelve days, but this was looked upon rather as the dream of an enthusiast than as the sober calculations of a sagacious man. Mr. Shreve, however, and many of his hosts lived to see the prediction more than fulfilled.

The earliest event in the next year which deserves notice here, was the death of General George Rogers Clarke. The remains of this distinguished man, who was so intimately connected with the earlier history of Louisville, were interred at his residence at Locust Grove on the 15th February, 1818. The members of the bar and a large assemblage of persons attended. Rev. Mr. Banks officiated on the occasion, and John Rowan, Esq., delivered the funeral oration. Minute guns were fired during the ceremony under the direction of Capt. Minor Sturgus, and the whole procession was conducted in a very solemn manner. The members of the bar of the Circuit Court, and the few remaining officers of the revolution in the neighborhood, resolved to wear crape on the left arm for thirty days, as a testimony of respect to the deceased hero. The spot where his remains now rest is yet unmarked by a stone.

We are enabled to present the reader with a price current published during this year. No document could be offered which would give a more definite idea of the state of commerce at this period. It is as follows:

Bagging—30c.		Whisky—62@75c.		Corn—42@62.
Cotton—33@35c.		Glass—8x10, $14@15.		Molasses—$1 50.
Wheat—60@75c.		White Lead—$6.		Tobacco—$4 75@5.
Coffee—35@37c. No demand—scarce.				Sugar—16@18c.
Teas—$2 25@2 50.				Oats—42@50c.

FREIGHTS.

Tobacco, 1c per lb.		Flour, $1 50 per bbl.		Pork and Whisky, $2 per bbl.
Light Freight, 6c per lb.			Heavy Freight, 4½c per lb.

By the assessment of this year the value of lots in the town is computed at $3,131,463.

About the 24th of November, Louisville boasted another Bank. This was the Commercial Bank of Louisville. Its officers were: Levi Tyler, President; Abijah Bayless, Cashier; J. C. Blair, Clerk. Its paper is said by Dr. McMurtrie, to have been in as good credit as that of the United States Bank. Its capital is computed by him at $1,000,000. More recent accounts however, do not speak so favorably of its affairs.

On the 1st of July, still of this year, Mr. S. Penn commenced the publication of the Public Advertiser here; a paper which for editorial talent and skill, as well as for political influence, has been equalled by few and exceeded by none in the United States.

In 1819, Dr. McMurtrie, of whom mention has been so often made in these pages, published his Sketches of Louisville. That part of his book which refers directly to the city is comprised in about one hundred pages. The whole book however contains about two hundred and fifty pages, 16mo; it was published by Mr. S. Penn, and is a very creditable specimen of the art of book-making. The greater part of the volume is filled with scientific researches, and in an appendix there is placed an account of the earthquakes by Jared Brooks, Esq. There is also a scientific catalogue of the plants found in the vicinity of the city, and a history of the geological and antiquarian remains of this part of the country. Of the value of this information in a scientific point of view, we are not prepared to speak; the “Sketches” present, doubtless a very correct view of Louisville, as it was in 1819. Notwithstanding this book has been so often drawn upon for isolated facts in the course of this history, it will not be considered unfair to offer the reader still another extract, showing a sort of daguerreotype view of the city as it then was; and this will be the more pardonable as the book itself is no longer “in print.” Dr. McMurtrie says: “There are at this time in Louisville six hundred and seventy dwelling houses, principally brick ones, some of which would suffer little by being compared with any of the most elegant private edifices of Philadelphia or New York. It was calculated pretty generally that from two hundred and fifty to three hundred brick buildings would have been erected during the last summer, but such was the scarcity of money, that not more than twelve to fourteen were completed; preparations, however, are making to proceed rapidly in the business in the ensuing season, the influx of strangers being so great, that many of them can scarcely find shelter. The population now amounts to 4500 souls; so rapid is the increase of this number that in all probability, it will be trebled in less than ten years.

“Commercial cities of all newly settled countries, whose inhabitants are gathered from every corner of the earth, who have immigrated thither with but one single object in view, that of acquiring money, are stamped with no general character, except that of frugality, attention to business, and an inordinate attachment to money. Absorbed in this great interest of adding dollar upon dollar, no time is devoted to literature or the acquirement of those graceful nothings which, of no value in themselves, still constitute one great charm of polished society. Such is the character of the inhabitants of this place in general, ‘ma ogni medaglio ha il suo reverso.’ There is a circle, small ’tis true, but within whose magic round abounds every pleasure that wealth, regulated by taste, or urbanity can bestow. There the ‘red heel’ of Versailles may imagine himself in the emporium of fashion, and whilst leading beauty through the mazes of the dance, forget that he is in the wilds of America. The theater, public and private balls, a sober game of whist, or the more scientific one of billiards, with an occasional re-union of friends around the festive board, constitute the principal amusements; and it is with pleasure I am able to assert, without fear of contradiction, that gaming forms no part of them. Whatever may have been the case formerly, there is hardly at the present day, a vestige to be seen of this ridiculous and disgraceful practice; and if it exists at all, it is only to be found in the secret dens of midnight swindlers, within whose walls once to enter is dishonor, infamy, and ruin.”

The prices of lots at this time were about $300 per foot for those occupying the best situations.

The following list if compared with the similar one for 1815, published a few pages earlier, will give the reader a very correct idea of the ratio of progress here for four years. There were at this time in Louisville:

3 Banks,		36 Wholesale & Retail Stores,		14 Wholesale & Com’n Stores,
3 Bookstores,		3 Printing Offices,		3 Drugstores,
1 Nail Factory,		28 Groceries,		2 Confectioner’s Shops,
2 Hotels,		4 good Taverns,		6 Bakehouses,
10 Blacksmiths,		6 Saddlers,		2 Carriagemakers,
8 Tailors,		1 Silver Plater,		1 Gunsmith,
3 Watchmakers,		10 Cabinetmakers,		3 Chair Factories,
1 Stone Cutter,		1 Upholsterer,		1 Potter,
4 Turners,		5 Hatters,		200 Carpenters,
30 Plasterers,		6 Shoemakers,		150 Bricklayers,
12 Lawyers,		22 Physicians,		1 Brass Foundry,
6 Brickyards,		1 Air Foundry,		1 Steam Engine Factory,
2 Breweries,		2 Steam Saw Mills,		2 Distilleries,
1 Music store.		5 Tobacco Factories.		1 Sugar Refinery.

We find by an advertisement in the Courier of February 12th, in this year, that J. J. Audubon, the world-renowned ornithologist, was at that time endeavoring to procure a class in drawing, and was offering to paint portraits here, which his advertisement promises shall be “strong likenesses.” This gentleman was for some time a resident of this city. His son was for many years employed as a clerk in the store of Mr. N. Berthoud at Shippingport.

On the 23d of June, 1819, the President of the United States and suite, accompanied by Gen. Jackson and suite, arrived in Louisville, where they remained until the following Saturday. A public dinner and a ball was given to these distinguished persons, and general hilarity and good feeling distinguished the occasion.

This chapter, as well as the history of this year will be concluded with a string of rhymes which, though not highly meritorious in themselves, still serve to show the feelings of the people in regard to the much-talked-of apathy of their rulers, and let us into the history of the times as fully as would the graver chroniclers. These versicles are said to be extracts from a letter.

“You know I informed you when I landed here,
This town was not handsome, and living darned dear,
The streets were all ponds, and I’m told the Trustees
Had sooner wade thro’ them, quite up to the knees,
Than incur the expense to have them drained off.
Complain to their honors, they sneer, laugh or scoff,
And say, we’ve no money; and you very well know,
Without this intercessor the mare will not go.
******
’Tis whispered about, how true I shan’t say,
The people’s oft taxed, and always made pay;
And who handles the cash? the Lord only knows,
Or what road it travels—for what, it all goes—
Is a mystery to all; no improvements they see,
’Tis sarcastically said, there never will be.
If the great men of fortune don’t aid or direct
The improvement of town, it will ne’er take effect.
Alas, these poor souls, if they secure their own health,
Let us wallow in mud, while they’re rolling in wealth!
Could you see these great folks, I protest you would laugh,
And swear on each body stuck the head of a calf.
I’d say you were right—with hearts hard as a stone;
When applied to for alms or asked for a loan.
******
Before I left home, one night at aunt Kate’s
A confab we had concerning new States,
I then said what since to my sorrow proved true,
When settled in old States never emigrate to new,
You called me false prophet, said to Louisville hie,
Which for beauty and commerce would with Boston soon vie,
And moreover you said a great man I could be,
If I’d take for my text: boys, huzza, we’re all free.
Dear sir, how you erred, Kentucky’s quite changed;
If you say here, we’re free, folks vow you deranged,
For our keen wealthy Yankees located here,
Rule the natives by art, it cannot be fear;
For I’ve seen them so rave, curse and swear so uncivil;
’Twould shake ‘steady habits’ quite as much as the d——l.
******
Now you’ll own without money man here has less chance
Than Don Quixote in combat, deprived of his lance.

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