Part 1

THE OHIO RIVER TRADE

1788-1830

BY

HAZEL YEARSLEY SHAW, A.B., 1907

THESIS

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE

DEGREE OF MASTER OF ARTS

IN

HISTORY

IN THE

GRADUATE SCHOOL

OF THE

UNIVERSITY OF ILLINOIS

1908

_THE OHIO RIVER TRADE_

_1788_-_1830_.

I. THE OHIO RIVER 1788-1811.

I. BOATS AND BOATMEN.

II. ARTICLES OF TRAFFIC, AND PLACES WITH WHICH TRADE WAS CARRIED ON.

III. EMIGRATION. GROWTH OF THE RIVER TOWNS.

II. THE OHIO RIVER 1811-1830.

I. THE COMING OF THE STEAM-BOAT.

II. OTHER CRAFT OF THE PERIOD.

III. ARTICLES OF TRAFFIC, AND PLACES WITH WHICH TRADE WAS CARRIED ON.

IV. EMIGRATION. GROWTH OF THE RIVER TOWNS.

_CHAPTER I._

_BOATS AND BOATMEN._

With the opening of the great West, the Ohio River became the main route of immigration and commerce, and it is in a careful study of the various forms of craft which floated upon "La Belle Riviere" that we catch a glimpse of the rapid and almost marvelous economic development of the Ohio Valley.

The Indian canoe, though sometimes used by travelers, was entirely inadequate for the purpose of commerce, and was never used, in any regular branch of trade.[1] The earliest improvement upon the canoe was the pirogue, an invention of the whites. Like the canoe this boat was hewn out of the solid log, the difference being that the pirogue had greater width and capacity, and was composed of several pieces--as if the canoe had been sawed 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.[2] These boats were occasionally used by the immigrants for the transportation of their goods and furniture.[3]

The canoe and pirogue were succeeded by the barge, the keel, and the flat-boat. Of the first two, the barge was the largest, had the greatest breadth, and the best accomodation for passengers; the keel was longer, had less depth, and was better fitted for the navigation of narrow and shallow channels. "They were navigated by a rude and lawless class of men, who became distinguished as well for their drolleries, as for their predatory and ferocious habits. In the thinly scattered state of the population, their numbers rendered them formidable, as there were few villages on the rivers, and still fewer settlements, which contained a sufficient number of able bodied men to cope with the crew of a barge, consisting usually of thirty or forty hands; while the arrival of several of these boats together made them completely masters of the place. The large rivers whose meanders they pursued formed the boundaries of States, so that living continually on the lines which divided different civil jurisdictions, they could pass with ease from one to the other, and never be made responsible to any. It is a singular fact, that lawless and wild as these men were, the valuable cargoes of merchandise committed to their care, and secured by no other bond than their integrity, were always carried safely to their destination, and the traveler, however weak, or however richly freighted, relied securely on their protection."[4] Navigating long rivers, whose shores were still infested by hostile savages, the boatmen were armed, and depended for safety upon their caution and their manhood.[5]

The barges, but rarely using sails, and receiving only an occasional impulse from their oars, descended the stream with a speed but little superior to that of the current. About the year 1795, seventy or eighty days were consumed in making the long and monotonous voyage from Pittsburg to New Orleans,[6] while in 1802, Michaux says that "the barges, in the Spring, usually take forty or fifty days to make the passage, which two or three persons in a pirogue make in twenty-five days."[7] The return voyage was not effected in less than four months.[8] The heavily laden boats were propelled against the strong current by poles, or where the stream was too deep to admit the use of those, drawn by ropes. The former process required the exertion of great strength and activity, but the latter was even more difficult and discouraging.[9] The first improvement in the navigation of the West, and in her commercial operations, was the introduction of barges moved by sails, when the wind permitted, and at other times, by oars, and setting poles, as the state of the water might require.[10] These vessels were constructed to carry from fifty to one hundred tons. In wet seasons, if properly manned, they could make two trips, between Cincinnati and New Orleans in a year. The increased quantity of cargo they carried, reduced the price of freight, and enabled them to transport from New Orleans to Cincinnati at from five to six dollars per hundred, which was below the average charge of carriage across the mountains.[11] From that time most of the groceries and other imported articles used in the Territory were brought up the river by those barges, and as the price of freight was reduced, the quantity of produce shipped was proportionately increased. The project was suggested and carried into operation, by two commercial houses in Cincinnati. The vessels continued in use until about the year 1817.[12] Previous to this year, the whole commerce from New Orleans to the "upper country" was carried on in about twenty barges, averaging one hundred tons each, and making but one trip in the year.[13] In 1811, the barge Cincinnati, arrived at Cincinnati. This was the first rigged vessel that ever arrived at this town from below. "She is 100 feet keel, 16 feet beam, rigged sloop fashion, and burthen 64 tons. She was warped over the falls by eighteen men in half a day."[14] At this time, 50 days in ascending to the mouth of the Ohio was considered a good voyage.[15]

The flat boat was introduced a little later than the others. It was a rough strong boat with a perfectly flat bottom, and perpendicular sides, and covered throughout the whole length.[16] Being constructed to float with the current, they did not usually return after descending the river, though as early as the year 1789 they were in use for traveling up as well as down stream.[17] Burnet describes the flat boat as being "made of green oak plank, fastened by wooden pins to a frame of timber, and caulked with tow, or any other pliant substance that could be procured. Boats similarly constructed on the northern waters were then called arks, but on the western waters, they were denominated Kentucky boats. The materials of which they were composed were found to be of great utility in the construction of temporary buildings for safety, and for protection from the inclemency of the weather, after they had arrived at their destination,"[18] These boats were much used by emigrating families to transport themselves down the Ohio.[19]

In the year 1794, four keel boats, carrying probably not more than twenty tons each, were supposed to be sufficient for the trade between Cincinnati and Pittsburg.[20] The boats were advertised as having "cover made proof against rifle or musket balls, and convenient port holes for firing out of. Each of the boats are armed with six pieces carrying a pound ball, also a number of good muskets, and amply supplied with plenty of ammunition." "Tables accurately calculated for the rates of freightage, for passengers, and carriage of letters to and from Cincinnati to Pittsburg ... may be seen on board each boat, and at the printing office in Cincinnati."[21] Previous to the year 1817 the number of keel boats on the Ohio had increased to about one hundred and fifty, of about thirty tons each, which made the voyage from Pittsburg to Louisville and back in two months, or about three such trips in the year.[22]

In addition to the keel, barge, and flat boat, which were in general use, many other strange craft floated on the Ohio, a few of which I shall attempt to give some account of. The boat which carried the advance guard of the Ohio Company and their provisions to the mouth of the Muskingum in 1788, was built by Jonathan Devol at Simrel's Ferry on the Youghiogheny River, and is said to have been the first decked boat that ever floated on the Ohio.[23] She was built with stout timbers and knees like a galley, with the bottom raking fore and aft, and decked over with planks. The deck was sufficiently high for a man to walk upright under the beams, and the sides so thick as to resist a rifle bullet. The steersman and rowers were thus safely sheltered from the attack of enemies on the banks. The boat was forty-five feet in length, and twelve in breadth. Subsequently gangboards were added on the outside, so that she could be pushed against the current, like a keel boat. It was at first supposed that she could be worked up stream with sail, but the variable nature and uncertainty of the winds on the Ohio River, frustrated their arrangements.[24]

Emigrants were usually, at this early period, 1789, detained for several days for a boat to be made ready for their use. Such a boat, conveying settlers to Marietta, was built after the fashion of a large, oblong box, covered half its length with a roof to shelter the people and their goods from the weather, while the open space contained their teams and wagons. The waters of the Youghiogheny and the Monongahela were low, and the boat grounded on sand bars, requiring the voyagers to lean over the side into the cold water, and pry her off into the current.[25] In 1790, John Pope describes the boat in which he left Pittsburg, as "a moveable fortification having about one hundred and fifty salt pans so arranged, as to render a few men within, capable of repulsing ten times their number without."[26]

In the year 1803, family boats were continually passing down the Ohio.[27] "These boats were of the largest size, and the floors were covered with rough sawed boards. In the rear a partition had been run across, in which they had stowed all their present useless furniture. Through the middle was a passage about five feet wide, on each side were small bed chambers of about twelve feet long and six wide, divided and surrounded by clean white curtains, while in front there was a large open space for the general use of the boat."[28] Emigrant families frequently passed down the Ohio in barges, "carrying with them their horses, cows, poultry, wagons, ploughs, harness, beds, instruments of agriculture, in fine, everything necessary to cultivate the land, and also for domestic use."[29]

Floating stores were also to be seen on the Ohio. Cuming says, "On returning to our boat we found a floating store at the landing. It was a large square flat-roofed, and fitted with shelves and counter, and containing a various assortment of merchandise. They were dropping down the river, stopping occasionally wherever they could find a market for their goods."[30]

Schultz, in his account of his journey, devotes one entire letter to a very interesting account of the craft upon the Ohio in 1807. The smallest were the canoes, then, the pirogues, sufficient to carry from twelve to fifteen barrels of salt. The skiffs varied from five hundred to twenty thousand pounds weight burthen, the larger ones being known as batteaux. Arks were not much in use on the Ohio, at that time.[31] Kentucky boats were of oblong form, varying from ten to fourteen feet in breadth, and from twenty to fifty feet in length, and were sided and roofed in. The roof answered the purpose of a main and quarter deck, and the boat was steered by a long pole, the whole length of the boat.[32] The boat usually carried from one to three hands, as it was necessary, when heavily loaded, to use the oars to keep the boat in the middle of the river. New Orleans boats were built upon the same model, but were generally much larger and stronger, and built with an arched roof fore and aft. The largest of these boats could carry four hundred and fifty barrels of flour.[33] The timbers or knees were built upon a small keel, three inches deep, and four or five in width,--hence the name keel boat. The keel received the first shock of any obstruction in the navigation.

Schenectady boats were usually built from forty to eighty feet in length, and seven to nine in width--the largest kind requiring one hand to steer, and two to row in descending the Ohio. These boats carried as much as one hundred barrels of salt. In ascending the stream six or eight hands were needed to make any considerable progress.[34] "The best kind of boats on the Ohio are called barges."[35] These boats were steered by a rudder, and when descending with the current were not so easily twisted and turned as a keel boat. The barges carried from forty to sixty thousand weight, and required four hands besides the helmsman to descend the river; to return with a loading, from eight to twelve became necessary. "Barges as well as keel boats, generally carry a moveable mast a-mid-ships--whenever the wind will permit, set a square sail, and some few top sails."[36]

The prices of these boats were as follows: Canoes from $1 to $3; pirogues from $5 to $20; large skiffs or batteaux from $20 to $50; arks $1 a foot in length; Kentucky and New Orleans boats from $1 to $1.50 a foot; Keel boats from $2.50 to $3 a foot; and barges from $4 to $5 a foot.[37]

Most of the strange boats, to be seen upon the Ohio River, after 1794, were broken up and sold at the end of the voyage, the produce disposed of, and the settler returned to his farm, a thousand or fifteen hundred miles, as best he could.[38]

The building of larger craft, was undertaken at some of the river towns. In the year 1800, some of the enterprising men of Marietta, formed a company for building a small vessel, and actually built, rigged, and loaded with produce, a brig of 104 tons, named the St. Clair. She cleared from Marietta in 1801, went to New Orleans, from there to Havana, and then to Philadelphia where she was consigned and finally sold.[39] The St. Clair was the first rigged vessel ever built on the Ohio River.[40] From this time until 1808, not less than twenty ships, brigs, and schooners, from 150 to 450 tons burthen, were built at Marietta, besides some of Mr. Jefferson's gun boats, two or three of whose number were lost in attempting to cross the Falls of the Ohio when the water was too low.[41] In 1807 Schultz says that there were three ships of about 300 tons burthen each, and two large brigs, besides smaller craft, on the stocks at Marietta.[42] The price of ship building in Marietta was fifty dollars a ton, rigged and equipped completely for sea.[43] Ellicott in his Journal for the years 1796-1800, says that vessels have been built and sent to the West Indies.[44] Large boats had been built at Elizabethtown on the Monongahela, before 1803, and sent to the West Indies.[45] Previous to 1807, about twelve brigs and schooners had been launched at Pittsburg;[46] and brigs had been built at Frankfort and sent down the Kentucky, Ohio, and Mississippi Rivers.[47]

The Falls of the Ohio were very dangerous to strangers unacquainted with the navigation. In 1807 pilots might be procured who would conduct travelers over in safety. Two dollars per boat was charged for this service.[48]

FOOTNOTES:

[1] Michaux, F. A., Travels, Early W. Travels, III., 191. Used by Pittsburg traders to convey haberdashery goods, more especially tea and coffee, to settlers on the River.

[2] Hall, J., The West, 110-111.

[3] Hildreth, S. P., Memoirs, 422.

[4] Hall, J., The West, 111-113.

[5] Ibid., 10.

[6] Latrobe, C. J., Rambler in North America, I., 103.

[7] Michaux, F. A., Travels, Early W. Travels, III., 159-160.

[8] Hall, J., The West, 113.

[9] Ibid, 113-114,

[10] Burnet, J., Notes, 399-400,

[11] Ibid., 400.

Collot, V., Journey, I., 39. "The carriage of an hundred weight from Philadelphia to Pittsburg is from $8 to $10, and from Baltimore $7 or $8.

Collot, V., Journey, II., 198. "The carriage from Philadelphia to the Illinois is 12 piastres the hundred weight--the expense from Baltimore are the same. The expense from New Orleans to the Illinois, is 5 piastres the French hundred weight."

Schultz, C, II., 186-187. "Return cargo from New Orleans to St. Louis or Kaskaskia is $6 a hundred. Same to Falls of Ohio--for any greater distance an additional charge of nearly 50 cents for every 100 miles."

Schultz, C., I., 125. "The price of carriage over this distance (from Philadelphia or Baltimore to Pittsburg) is $5 and $6 a hundred pounds weight."

[12] Burnet, J., Notes, 400.

[13] Hall, J., The West, 13.

[14] Niles, Weekly Register, I., 71.

[15] Brackenridge, H. M., Journey, 43-44.

[16] Hall, J., The West, 114.

[17] Hildreth, S. P., Memoirs, 274.

[18] Burnet, J., Notes, 49.

[19] Hall, J., The West, 114.

[20] Ibid., 116.

[21] Ibid., 116-117.

[22] Ibid., 13.

[23] Hildreth, S. P., Memoirs, 248.

[24] Ibid., 248-249.

[25] Ibid., 437.

[26] Pope, J., Tour, 18.

[27] Harris, T. M., Tour, Early W. Travels, III., 334, 335.

[28] Schultz, C., Travels, II., 100.

[29] Michaux, F. A., Travels, Early W. Travels, III., 166.

[30] Cuming, F., Tour, Early W. Travels, IV., 116.

[31] Schultz, C., Travels, I., 129.

[32] Ibid., 129-130.

[33] Ibid., 130.

[34] Ibid., 131.

[35] Ibid., 132.

[36] Schultz, C., Travels, I., 132.

[37] Ibid., 132-133.

[38] Latrobe, C. J., Rambler in North America, I., 103-104.

[39] Hildreth, S. P., Memoirs, 159.

[40] Ibid., 160.

[41] Hildreth, S. P., Memoirs, 161.

[42] Schultz, C., Travels, I., 143.

[43] Ellicott, A., Journal, 25.

[44] Harris, F. M., Tour, Early W. Travels, III., 338.

[45] Schultz, C., Travels, I., 126.

[46] Cuming, F., Tour, Early W. Travels, IV., 193.

[47] Schultz, C., Travels, I., 142.

[48] Ibid., I., 190.

_CHAPTER II._

_ARTICLES OF TRAFFIC AND PLACES WITH WHICH TRADE WAS CARRIED ON._

The peace of 1783 left the Ohio and Mississippi country free from all other conflicts, but the unremitting hostility of the Indians. The right to navigate the Mississippi the great western waterway of export and to some extent of import, was denied to the Western settlers by the Spanish government.

In the middle of the year 1787, the foundation of an intercourse with Kentucky and the settlements on the Ohio was laid, which daily increased. The arrival of a boat belonging to Governor Wilkinson, loaded with tobacco and other productions of Kentucky, was announced in New Orleans, and a guard was immediately sent on board of it. Governor Miro being informed that in Kentucky, there were two or three crops on hand for which an immediate market must be found, in order to keep the inhabitants in a state of peace, made Governor Wilkinson the offer of a permission to import, on his own account to New Orleans, free of duty, all the productions of Kentucky, thinking to conciliate the people without yielding the point of navigation, as the commerce carried on would appear the effect of an indulgence to an individual, which could be withdrawn at any time.[49] Wilkinson appointed his friend, Daniel Clark, his agent at New Orleans, returned to Charleston in a vessel, and on his arrival in Kentucky, bought up all the produce he could collect, which he shipped to New Orleans. For some time all the trade on the Ohio was carried on in his name, a line from him sufficing to insure the owner of the boat every privilege and protection.[50] In January, 1789, Wilkinson fitted out twenty-five large boats, which were armed, and manned by one hundred and fifty men, and loaded with tobacco, flour, and provisions, with which he set sail for the south. His lead was soon followed by others. Among these adventurers was Colonel Armstrong of the Cumberland Settlements, who sent down six boats manned by thirty men; these were stopped at Natchez, and the goods being sold without permission, an officer and fifty soldiers were sent by the Spanish Commander to arrest the transgressors, who escaped over the line into the United States territory.[51]

Forman in 1789-1790, made a journey down the Ohio, and mentions the arrival, at Louisville, of four tobacco boats, on their way to New Orleans.[52] Furs were sent up the Ohio from Illinois to Pittsburg, as early as 1790, as is shown by the following from a letter written by St. Clair, "There is no doubt that the furs of that country might be brought up the Ohio River at as little or even less expense than attends the carriage of them to Canada. It has been tried by one person, a Mr. Vigo, and found to answer; although the goods he carried out were transported by land from Philadelphia to Pittsburg, and loaded with an impost the competitors were free from, they came to market on better terms than those from Canada. Could these also be subjected to it, a decided advantage would be given to the American trader."[53] Pope who journeyed down the Mississippi in 1791, speaks of meeting several boats bound down the river, loaded with bacon, butter, flour, tobacco, and plank, and also two large Pittsburg boats loaded with flour.[54] "The Walnut Hills about ten miles below the Yasous River" were fixed as the boundary line by the King of Spain, and United States citizens were not allowed to live in Spanish territory unless they put themselves under the laws, banners, and protection of Spain. Private adventurers from New York, Philadelphia, and Baltimore, carried on a tolerable trade at New Orleans, and had an advance of cent per cent on their goods, which were nevertheless cheaper than Spanish importations.[55]

October 27, 1795 a treaty was made with Spain containing the following provisions: "It is likewise agreed that the western boundary of the United States which separates them from the Spanish Colony of Louisiana, is in the middle of the channel or bed of the River Mississippi, from the northern boundary of the said States to the completion of the 31st degree of latitude north of the Equator. And his Catholic Majesty has likewise agreed that the navigation of the said river in its whole breadth, from its source to the ocean, shall be free only to his subjects, and the citizens of the United States, unless he should extend this privilege to the subjects of other powers by special convention."[56] "And in consequence of the stipulation contained in the fourth article, His Catholic Majesty will permit the citizens of the United States, for the space of three years from this time, to deposit their merchandise and effects in the port of New Orleans, and to export them from thence, without paying any other duty than a fair price for the hire of the Stores, and his Majesty promises either to continue this permission, if he finds, during that time that it is not prejudicial to the interests of Spain, or if he should not agree to continue it there, he will assign to them, on another part of the banks of the Mississippi, an equivalent establishment."[57]