The upper Mississippi has always been, comparatively, a remarkably healthy stream for steamboats. A great proportion of the craft ending their days there, have died of old age, and have been decorously consigned to the scrap pile instead of meeting the tragic end usually assigned them by writers. In many cases where it is supposed or known that a steamboat of a certain name met destruction by fire or snag, the historian who attempts to verify such statement will have great difficulty in deciding just which boat bearing the name was the victim of that particular casualty. The fact is, that the same name was conferred, time after time, on boats built to take the place of those sunk, burned, or otherwise put out of commission. As early as 1840 there was the "Pike No. 8" on the lower river, indicating that there had been a procession of "Pikes." There was also, at the same time, the "Ben Franklin No. 7." Boats thus named were called simply "Pike" or "Ben Franklin", the number not appearing on the wheelhouses, save in rare cases. All the other "Pikes" having gone to the bottom, there was but one "Pike" afloat. When reference was ordinarily made to the boat by that name, the auditors knew at once that the speaker referred to the boat then in commission. But should you mention that "When the "Pike" or the "Ben Franklin" was snagged, or burned, or blew up", in order fully to be understood you must designate the particular "Pike", and add such other details, as would leave no room for doubt which boat by that name you referred to, thus: "Pike No. 6 snagged at such a tow-head, or on such a bend; or burned in the year 1839 at Hannibal."

Steamboat owners and captains seem to have had no superstitious objections to thus naming or commanding a successor to the unfortunate one gone before. Before the first was comfortably settled in the mud of the Mississippi, an order had gone on to the shipyard, and in less than a week the keel was on the stocks for its successor. If the first was a "Galena", or a "War Eagle", the second also was a "Galena" or a "War Eagle". This was before the fashion came into vogue of naming boats after persons, instead of impersonal objects. There were not names enough to go around, and thus it came about that the "Warriors", "Post Boys", "Telegraphs", and "War Eagles" were worked overtime, to the great confusion of any one attempting to localize a disaster that had happened to one of that name in times past. It was possible to read to-day of the total loss of the "War Eagle", for instance; yet a month or more hence you might hear of the arrival of the "War Eagle" at St. Paul with a full cargo and passenger list. The boats might go to the bottom, but the names went on forever. "Post Boy" was another favorite name handed down from boat to boat, until seven or eight "Post Boys" had been launched, run their appointed courses, and met their fate, all within the span of less than forty years—an average of about five years to the boat—which was a good average for old-time steamers. On the upper river there were, among others, three "Burlingtons", two "Chippewas", two "Danubes", two "Denmarks", two "Dr. Franklins", three "Dubuques", two "Galenas", three "St. Pauls", three "War Eagles", and many others, doublets and triplets. All of which tends much to confuse one who is attempting to run down and locate the history and final disposition of boats bearing those names.

So far as I can learn, there is no reliable record of all the losses on the upper river, giving the name of the boat, where, when, and how lost. It is possible that the final disposition of boats lost above St. Louis, is as fully covered in the list appended to the end of this book, as anywhere else extant. Such a record has been made for the Missouri River by Captain M. H. Chittenden, of the United States Engineers—a very complete and historically valuable statement of the losses on that stream. Other records are too comprehensive, attempting to give all the losses through the entire length of the river, from New Orleans to St. Paul. While covering so much more, territorially, they lack in the detail that makes the compilation of real worth.

Most writers attach particular stress to boiler explosions, probably from the fact that they are more spectacular, and the consequent loss of life usually greater. When a boat is snagged, it is generally possible to run her ashore in time to save the passengers and crew, although the vessel itself may prove a total loss. When a boiler explodes, the boat becomes immediately helpless, so that it cannot be run ashore, which occasions the considerable loss of life. In cases of explosion, also, the boat almost invariably burns in the middle of the river, and there is little chance for escape; for it is next to impossible to reach the lifeboats carried on the roof, and if reached it is seldom found possible to launch them.

Before considering the reported losses on all the Western waters it will be interesting to locate, as far as possible, the casualties on the Mississippi between St. Louis and St. Paul, the division or section of the river usually denominated as "upper". In my list of upper-river boats,[10] there are noted all losses of which I have found any record. The list comprises about three hundred and sixty steamers that have made one or more trips above Rock Island. The boats plying above St. Louis, but not going above the upper rapids, have not been included in this list, thus excluding all the Alton Line vessels, and the Illinois River craft. Of the three hundred and sixty boats so listed, there are to be found records of seventy-three losses between St. Louis and St. Paul, including the port of St. Louis, which has been a veritable graveyard for steamboats. About a dozen other boats were lost after going into the Missouri River trade, but these are not included in the number stated. The record extends over the period between 1823 and 1863, inclusive. An analysis of the causes of such losses shows that thirty-two boats were snagged and sunk (total losses only are included; those raised, are not counted as losses); sixteen were burned; ten were sunk by ice; five were stove in by hitting rocks, and sank; three sank by striking bridges; three were sunk by Confederate batteries during the war; two were lost from boiler explosions; one was torn to pieces by a tornado, and one struck a wreck of another boat and sank on top of the first wreck.

What became of the other boats included in the list, I am unable to learn. The United States government appears never to have printed a report (or reports) showing the fate of the hundreds of steamboats over which it maintained an official watch-care while they were in active service. It would seem to have paid more attention to boiler explosions than to any other cause of disaster; for the reason, possibly, that it is supposed to have held itself, through its inspectors, more or less responsible for the condition of steam boilers. Still, as it also, through another set of inspectors, looks after the hulls of all steamboats, there would seem to be no reason why the loss of boats by snagging, or other similar causes affecting the hulls, should not also have been reported.

It will be observed that nearly one-half the known losses on the upper river between 1823 and 1863 were the result of snagging. Captain Chittenden, in his report on steamboat losses on the Missouri from 1842 to 1897, gives the snags credit for catching 193 boats out of a total loss of 295, or two-thirds of all known losses. Owing to its alluvial banks, and the consequent eating away of wooded points and islands by the ever changing current of that most erratic of rivers, the bed of the stream was literally sown with snags. The wonder of it is, that a pilot was able ever to take a boat up and back a thousand miles, without hitting a snag and losing his boat. They did it, however, although the record of losses from that cause serves to show how imminent the danger was at all times, and how many came to grief, however sharp the eyes of the pilot, or however skilled in reading the surface of the water and locating the danger.

The upper Mississippi has more miles of rock bluffs—in fact, is lined with such bluffs from Keokuk to St. Paul; thus the wear and tear of its banks is not so great as on the Missouri. Still, the great number of islands, heavily wooded, furnish many sunken trees, and one-half of the steamboat loss on this river is also directly traceable to snags.

Next to the snags, which are forever reaching out their gnarled arms to impale the unfortunate, fire is the greatest enemy of steamboat property on Western waters. Built of the lightest and most combustible pine, soaked with oil paint, the upper works are like tinder when once alight, and danger of this is ever present in a hundred different forms. A little explosion in the furnaces, throwing live coals over the deck; over-heated smokestacks, communicating a blaze to the roof; careless passengers or crew, throwing half-burned matches on deck or into inflammable merchandise in the freight; or the mass of sparks, cinders, and live coals continuously falling from the stacks, especially when burning wood in the furnaces: all these are a constant menace, and with a blaze once started the chances are a hundred to one that the boat is lost. A lighted match thrown into a haymow can scarcely bring quicker results than a little blaze in the upper works of a steamboat. It flashes up in an instant, and the draft generated by the progress of the boat instantly carries it the length of the cabin. In fifteen minutes the upper works are gone. Sixteen Mississippi boats out of seventy were burned; twenty-five of 295, on the Missouri. As in losses from ice, so also by fire, St. Louis has been the storm centre, and for the same reason namely, the great number of boats there, both summer and winter. Several visitations from this most dreaded and dreadful enemy of steamboats are recorded in the history of river navigation, in which two or more boats were lost while at the St. Louis landing. But the one which is known far and wide on Western waters was of such magnitude, and the property loss so great, as to earn for it the title of the "Great Fire".

This, the most disastrous of all calamities which ever occurred in the history of navigation in the West, commenced at about 10 o'clock in the evening of May 17, 1849, and continued until 7 o'clock the next morning. Captain Chittenden, the historian of the Missouri River, says, in describing this catastrophe:

"Fire alarms had been heard several times early in the evening, but nothing had come of them, until about the hour above-mentioned, when it was found that fire had broken out in earnest on the steamer "White Cloud", which lay at the wharf between Wash and Cherry Streets. The "Endors" lay just above her and the "Edward Bates" below. Both caught fire. At this time a well-intended but ill-considered, effort to stop the progress of the fire was made by some parties, who cut the "Edward Bates's" moorings and turned her into the stream. The boat was soon caught by the current and carried down the river; but a strong northeast wind bore it constantly in shore, and every time it touched it ignited another boat. An effort was now made to turn other boats loose before the "Edward Bates" could reach them, but a fatality seemed to attend every effort. The burning boat outsped them all, and by frequent contacts set fire to many more. These in turn ignited the rest, until in a short time the river presented the spectacle of a vast fleet of burning vessels, drifting slowly along the shore. The fire next spread to the buildings, and before it could be arrested had destroyed the main business portion of the city. It was the most appalling calamity that had ever visited St. Louis; and followed as it was by the great cholera scourge of 1849, it was a terrible disaster. At the levee there were destroyed twenty-three steamboats, three barges, and one small boat. The total valuation of boats and cargoes was estimated at about $440,000, and the insurance was but $225,000; but this was not all paid, for the fire broke up several of the insurance companies."

Ice also plays an important part in the game of steamboat killing. The season on the upper river is short at best. An early start in the spring, before the railroads had yet reached St. Paul, brought the greatest financial returns to the daring and successful captains who, bringing their boats through all the dangers, arrived safely in harbor at the head of navigation. Great chances were taken in the fifties, in trying to get through Lake Pepin before it was clear of ice. The river above and below was usually clear two weeks before the ice was out of the lake sufficiently to enable a boat to force its way through. During the last week of such embargo, boats were constantly butting the ice at either end of the lake, trying to get up or down, or were perilously coasting along the shore, where, from the shallowness of the water and the inflow from the banks, the ice had rotted more than in the centre of the lake. A change of wind, or a sudden freshening, catching a boat thus coasting along the shore, would shove her on to the rocks or sand, and crush her hull as though it were an eggshell. The "Falls City" was thus caught and smashed. I myself saw the "Fire Canoe" crushed flat, in the middle of the lake, a little below Wacouta, Minn., she having run down a mile or more in the channel which we had broken with the "Fanny Harris". We had just backed out, for Captain Anderson had seen signs of a rising wind out of the west, that would shut the ice into our track. This result did follow after the other boat had gone in, despite the well-meant warnings of Anderson, who hailed the other boat and warned them of the rising wind and the danger to be apprehended. This caution was ignored by the "Fire Canoe's" captain, who ran his boat down into the channel that we had broken. The ice did move as predicted, slowly, so slowly as to be imperceptible unless you sighted by some stationary object. But it was as irresistible as fate, and it crushed the timbers of the "Fire Canoe" as though they were inch boards instead of five-inch planks. The rending 235 236 of her timbers was plainly heard two miles away. The upper works were left on the ice, and later we ran down and picked the crew and passengers off the wreck. When the wind changed and blew the other way, the cabin was turned over and ground to splinters amid the moving cakes.

In 1857 the "Galena" was the first boat through the lake (April 30th). There were twelve other boats in sight at one time, all butting the ice in the attempt to force a passage and be the first to reach St. Paul. Of the boats lost on the Missouri River between 1842 and 1897, twenty-six were lost from ice; on the upper Mississippi, up to 1863, ten boats succumbed to the same destroyer.

Not only in Lake Pepin, in the early spring, was this danger to be apprehended; but in autumn also, in the closing days of navigation, when the young "anchor ice" was forming, and drifting with the current, before it had become attached to the banks, and formed the winter bridge over the river. This was a most insidious danger. The new ice, just forming under the stress of zero weather, cut like a knife; and while the boat might feel no jar from meeting ice fields and solitary floating cakes, all the time the ice was eating its way through the firm oak planking, and unless closely watched the bow of the boat would be ground down so thin that an extra heavy ice floe, striking fairly on the worn planking, would stave the whole bow in, and the boat would go to the bottom in spite of all attempts to stop the leak. The "Fanny Harris" was thus cut down by floating ice and sank in twenty feet of water, opposite Point Douglass, being a total loss. Ordinarily, boats intending to make a late trip to the north were strengthened by spiking on an extra armor sheathing of four-inch oak plank at the bow, and extending back twenty or thirty feet.

It is a singular fact that the greatest damage from ice was not experienced at the far north of the upper river, but at the southern extremity of the run; although many other boats were lost on the upper reaches, at wide intervals of time and place. St. Louis was a veritable killing place for steamboats, from the ice movements. This may be accounted for from the reason that so many boats wintered at St. Louis. When a break-up of extraordinary magnitude or unseasonableness did occur, it had a large number of boats to work upon. Again, the season of cold, while long and severe on the upper river, was distinctly marked as to duration. There was no thawing and freezing again. When the river closed in November, it stayed closed until the latter end of March, or the early days of April. Then, when the ice went out, that ended the embargo; there was no further danger to be feared. Boats did not usually leave their snug-harbors until the ice had run out; and when they did start, they had only Lake Pepin to battle with. At St. Louis, on the contrary, the most disastrous break-ups came unseasonably and unexpectedly, with the result that the great fleet of boats wintering there were caught unprepared to meet such an emergency, and many were lost.

Two such disastrous movements of the ice were experienced at St. Louis, the first in 1856, the other in 1876. The former "break-up" occurred February 27, and resulted in the destruction of a score of the finest boats in the St. Louis trade, and the partial wrecking of as many more. It put out of commission in a few hours nearly forty boats, a catastrophe unequalled in magnitude, either before or since, in the annals of the river. The disaster was not caused in the usual way, by the thawing of the ice. In that case it would not have been so disastrous, if indeed to be feared at all, that being the usual and normal manner of clearing the river in the spring. The winter had been very cold, the ice was two or three feet thick, and the water very low. In this case the movement of the ice was caused by a sudden rise in the river from above, which caused the ice to move before it was much, if any, disintegrated. It was an appalling and terrible exhibition of the power of the Great River when restrained in its course. The following account is from a St. Louis paper, printed at the time:

"The ice at first moved very slowly and without any perceptible shock. The boats lying above Chestnut Street were merely shoved ashore. Messrs. Eads & Nelson's Submarine boat No. 4, which had just finished work on the wreck of the "Parthenia", was almost immediately capsized, and became herself a hopeless wreck. Here the destruction commenced. The "Federal Arch" parted her fastenings and became at once a total wreck. Lying below her were the steamers "Australia", "Adriatic", "Brunette", "Paul Jones", "Falls City", "Altoona", "A. B. Chambers", and the "Challenge", all of which were torn away from shore as easily as if they had been mere skiffs, and floated down with the immense fields of ice. The shock and the crashing of these boats can better be imagined than described. All their ample fastenings were as nothing against the enormous flood of ice, and they were carried down apparently fastened and wedged together. The first obstacles with which they came in contact were a large fleet of wood-boats, flats, and canal boats. These small fry were either broken to pieces, or were forced out on to the levee in a very damaged condition. There must have been at least fifty of these smaller water craft destroyed, pierced by the ice, or crushed by the pressure of each against the other.

"In the meantime some of the boats lying above Chestnut Street fared badly. The "F. X. Aubrey" was forced into the bank and was considerably damaged. The noble "Nebraska", which was thought to be in a most perilous position, escaped with the loss of her larboard wheel and some other small injuries. A number of the upper river boats lying above Chestnut Street, were more or less damaged. Both the Alton wharf-boats were sunk and broken in pieces. The old "Shenandoah" and the "Sam Cloon" were forced away from the shore and floated down together, lodging against the steamer "Clara", where they were soon torn to pieces and sunk by a collision with one of the ferry-boats floating down upon them. The Keokuk wharf-boat maintained its position against the flood and saved three boats, the "Polar Star", "Pringle", and "Forest Rose", none of which were injured.

"After running about an hour the character of the ice changed and it came down in a frothy, crumbled condition, with an occasional solid piece. At the end of two hours it ran very slowly, and finally stopped at half past five o'clock, P. M. Just before the ice stopped and commenced to gorge, huge piles, twenty and thirty feet in height were forced up by the current on every hand, both on the shore and at the lower dike, where so many boats had come to a halt. In fact these boats seemed to be literally buried in ice.

*****

"The levee on the morning after the day of the disaster presented a dreary and desolate spectacle, looking more like a scene in the polar regions than in the fertile and beautiful Mississippi Valley. The Mississippi, awakened from her long sleep, was pitching along at a wild and rapid rate of speed, as if to make up for lost time. The ice-coat of mail was torn into shreds, which lay strewn along the levee, and was in some places heaped up to a height of twenty feet above the level of the water. Where the boats had lain in crowds only a few hours before, nothing was to be seen save this high bulwark of ice, which seemed as if it had been left there purposely to complete the picture of bleak desolation. The whole business portion of the levee was clear of boats, except the two wrecked Alton wharf-boats, which were almost shattered to pieces, and cast like toys upon the shore in the midst of the ridge of ice. There was not a single boat at the levee which entirely escaped injury by the memorable breaking up of the ice on February 27, 1856."