volume iv, p. 92, note 49.--ED.

[10] At the age of twenty-five, Henry M. Shreve (1785-1854) was captain of a freight boat operating on the Ohio. In 1814 he ran the gauntlet of the British batteries at New Orleans, and carried supplies to Fort St. Phillip. The following year, in charge of the "Enterprise" he made the first successful steamboat trip from New Orleans to Louisville. Later he constructed the "Washington," making many improvements on the Fulton model. Fulton and Livingstone brought suit against him but lost in the action. May 24, 1824, at the instigation of J. C. Calhoun, then secretary of war, Congress appropriated seventy-five thousand dollars (not $105,000, as Flagg says) for the purpose of removing obstructions from the Ohio and Mississippi rivers. As early as 1821, Shreve had invented a device for removing snags and sawyers from river beds. But it was not until after two years' fruitless trials with a scheme devised by John Bruce of Kentucky, that Barbour, at Calhoun's suggestion, appointed Shreve superintendent of improvements on Western rivers (December 10, 1826). This position he held until September 11, 1841, when he was dismissed for political reasons. In the face of discouraging opposition Shreve constructed (1829) with government aid the snagboat "Heleopolis" with which he later wrought a marvellous improvement in navigation on the Ohio and Mississippi. From 1833 to 1838 he was engaged in removing the Red River "raft" for a distance of a hundred and sixty miles, thus opening that important river for navigation. For a good biography of Shreve, see the _Democratic Review_, xxii (New York, 1848), pp. 159-171, 241-251. A fair estimate of the importance of his work can be gained from the following statistics; from 1822-27 the loss from snags alone, of property on the Ohio and Mississippi rivers, including steam and flat-boats and their cargoes, amounted to $1,362,500; the like loss from 1827-32 was reduced to $381,000, although the volume of business had greatly increased.--ED.

[11] The "Baltimore" (73 tons) was built at Pittsburg in 1828; the "Roanoke" (100 tons), at Wheeling in 1835. It is reported that from 1831 to 1833, of the sixty-six steamboats which went out of service, twenty-four were snagged, fifteen burned, and five destroyed by collision with other boats. See James Hall, _Notes on the Western States_ (Philadelphia, 1838), p. 239.--ED.

[12] The keel-boat Hindoo, with merchandise to the amount of $50,000, is a late instance.--FLAGG.

[13] Brown's Island, two miles and a half long by half a mile at its greatest width, is located six or seven miles above Steubenville, Ohio, following the course of the river.--ED.

[14] The keel-boat was usually from sixty to seventy feet long, and fifteen to eighteen broad at beam, with a keel extending from bow to stern, and had a draft of twenty to thirty inches. When descending the stream, the force of the current, with occasional aid from the pole, was the usual mode of locomotion. In ascending the stream, however, sails, poles, and almost every known device were used; not infrequently the vessel was towed by from twenty to forty men, with a rope several hundred feet in length attached to the mast. These boats were built in Pittsburg at a cost of two to three thousand dollars each.

The barge was constructed for narrow, shallow water. As a rule it was larger than the keel-boat; but of less draft, and afforded greater accommodations for passengers.

Broad-horn was a term generally applied to the Mississippi and Ohio flat-boat, which made its advent on the Western waters later than the barge or the keel-boat. It was a large, unwieldy structure, with a perfectly flat bottom, perpendicular sides, and usually covered its entire length. It was used only for descending the stream.

"The earliest improvement upon the canoe was the pirogue, an invention of the whites. Like the canoe, this is hewed out of the solid log; the difference is, that the pirogue has greater width and capacity, and is composed of several pieces of timbers--as if the canoe was sawed lengthwise into two equal sections, and a broad flat piece of timber inserted in the middle, so as to give greater breadth of beam to the vessel." Hall, _Notes on the Western States_, p. 218.--ED.

[15] Flint.--FLAGG.

[16] For an account of the first steamboat on the Ohio, see Flint's _Letters_, in our volume ix, p. 154, note 76.--ED.

[17] Latrobe.--FLAGG.

_Comment by Ed._ Charles J. Latrobe (1801-75) visited the United States in 1832-33. His _Rambles in North America in 1832-3_ (New York, 1835) and _Rambles in Mexico_ (New York and London, 1836) have much value in the history of Western travel.

[18] The first steamer upon the waters of the Red River was of a peculiar construction: her steam scape-pipe, instead of ascending perpendicularly from the hurricane deck, projected from the bow, and terminated in the form of a serpent's head. As this monster ascended the wilds of the stream, with her furnaces blazing, pouring forth steam with a roar, the wondering Choctaws upon the banks gave her the poetic and appropriate name of _Pinelore_, "the Fire-Canoe."--FLAGG.

[19] This quotation is from _Botanic Gardens_, book i, chapter i, by Erasmus Darwin (1731-1802).--ED.

[20] For Rome, see Maximilian's _Travels_, in our volume xxii, p. 160, note 77.--ED.

[21] Green River, rising in central Kentucky, flows west through the coal fields to its junction with the Big Barren; thence it turns north, and empties into the Ohio nine miles above Evansville, Indiana. Beginning with 1808 the state legislature expended large sums of money for improving navigation on Green River. As a consequence small steamboats may ascend it to a distance of more than a hundred and fifty miles. The length of the stream is estimated at three hundred and fifty miles.--ED.

[22] Diamond Island, densely wooded, is located thirty-six miles below the mouth of Green River, and seven miles above Mount Vernon. Its name is perhaps derived from its shape, being five miles long and one and a half wide.--ED.

[23] For note on Hendersonville, see Cuming's _Tour_, in our volume iv, p. 267, note 175.--ED.

[24] John J. Audubon, born in Louisiana (1780), was a son of a wealthy French naval officer; his mother was a Spanish Creole. Educated in France, he returned to America (1798) and settled near Philadelphia, devoting his time to the study of birds. In 1808 he went west and until 1824 made fruitless attempts to establish himself in business in Kentucky and Louisiana. He issued in London (1827-38) his noted publication on the _Birds of America_, which was completed in eighty-seven parts. During 1832-39 he published five volumes entitled _Ornithological Biographies_. Audubon died in 1851. See M. R. Audubon, _Audubon and his Journals_ (New York, 1897).--ED.

[25] For the historical importance of the Wabash River, see Croghan's _Journals_, in our volume i, p. 137, note 107.--ED.

[26] The Wabash and Erie Canal, which connects the waters of Lake Erie with the Ohio River by way of the Maumee and Wabash rivers, has played an active rôle in the development of Indiana, her most important cities being located upon its route. The Ohio section was constructed during the years 1837-43, and the Indiana section as far as Lafayette in 1832-40; the canal being later continued to Terre Haute and the Ohio River near Evansville. Although the federal government granted Indiana 1,505,114 acres for constructing the canal, the state was by this work plunged heavily in debt. After the War of Secession the canal lost much of its relative importance for commerce. June 14, 1880, Congress authorized the secretary of war to order a survey and estimate of cost and practicability of making a ship canal out of the old Wabash and Erie Canal. The survey and estimate were made, but the matter was allowed to drop. See _Senate Docs._, 46 Cong., 3 sess., iii, 55.--ED.

[27] For an account of New Harmony and its founder, George Rapp, see Hulme's _Journal_, in our volume x, p. 50, note 22, and p. 54, note 25.--ED.

[28] Flagg is evidently referring to Robert Owen, the active promoter of the scheme. A brief history of his activities is given in Hulme's _Journal_, in our volume x, p. 50, note 22.

For Robert Dale Owen see Maximilian's _Travels_, in our volume xxiv, p. 133, note 128.--ED.

[29] "Declaration of Mental Independence" delivered by Robert Owen (not Robert Dale Owen) on July 4, 1826, was printed in the New Harmony _Gazette_ for July 12, 1826. An extended quotation is given in George B. Lockwood, _The New Harmony Communities_ (Marion, Indiana, 1902), p. 163.--ED.

[30] For an account of William Maclure, see Maximilian's _Travels_, in our volume xxii, p. 163, note 81.

In reference to the Duke of Saxe Weimar, see Wyeth's _Oregon_, in our