Part 38 (1/2)
In several instances, where ”cut-offs” have been made, the current at their outlets is so greatly increased that the opposite banks are washed away. New bends are thus formed that may, in time, be as large as those overcome. Distances have been shortened by ”cut-offs,” but the Mississippi displays a decided unwillingness to have its length curtailed.
From St. Louis to the Red River the current of the Mississippi is about three miles an hour. It does not flow in a steady, unbroken volume. The surface is constantly ruffled by eddies and little whirlpools, caused by the inequalities of the bottom of the river, and the reflection of the current from the opposite banks. As one gazes upon the stream, it half appears as if heated by concealed fires, and ready to break into violent ebullition. The less the depth, the greater the disturbance of the current. So general is this rule, that the pilots judge of the amount of water by the appearance of the surface. Exceptions occur where the bottom, below the deep water, is particularly uneven.
From its source to the mouth of Red River, the Mississippi is fed by tributaries. Below that point, it throws off several streams that discharge no small portion of its waters into the Gulf of Mexico.
These streams, or ”bayous,” are narrow and tortuous, but generally deep, and navigable for ordinary steamboats. The ”Atchafalaya” is the first, and enters the Gulf of Mexico at the bay of the same name. At one time it was feared the Mississippi might leave its present bed, and follow the course of this bayou. Steps were taken to prevent such an occurrence. Bayou Plaquemine, Bayou Sara, Bayou La Fourche, Bayou Goula, and Bayou Teche, are among the streams that drain the great river.
These bayous form a wonderful net-work of navigable waters, throughout Western Louisiana. If we have reason to be thankful that ”great rivers run near large cities in all parts of the world,” the people of Louisiana should be especially grateful for the numerous natural ca.n.a.ls in that State. These streams are as frequent and run in nearly as many directions as railways in Ma.s.sachusetts.
During its lowest stages, the Mississippi is often forty feet ”within its banks;” in other words, the surface is forty feet below the level of the land which borders the river. It rises with the freshets, and, when ”bank full,” is level with the surrounding lowland.
It does not always stop at this point; sometimes it rises two, four, six, or even ten feet above its banks. The levees, erected at immense cost, are designed to prevent the overflowing of the country on such occasions. When the levees become broken from any cause, immense areas of country are covered with water. Plantations, swamps, forests, all are submerged. During the present year (1865) thousands of square miles have been flooded, hundreds of houses swept away, and large amounts of property destroyed.
During the freshet of '63, General Grant opened the levee at Providence, Louisiana, in the hope of reaching Bayou Mason, and thence taking his boats to Red River. After the levee was cut an immense volume of water rushed through the break. Anywhere else it would have been a goodly-sized river, but it was of little moment by the side of the Mississippi. A steamboat was sent to explore the flooded region. I saw its captain soon after his return.
”I took my boat through the cut,” said he, ”without any trouble. We drew nearly three feet, but there was plenty of water. We ran two miles over a cotton-field, and could see the stalks as our wheels tore them up. Then I struck the plank road, and found a good stage of water for four miles, which took me to the bayou. I followed this several miles, until I was stopped by fallen trees, when I turned about and came back. Coming back, I tried a cornfield, but found it wasn't as good to steam in as the cotton-field.”
A farmer in the Eastern or Middle States would, doubtless, be much astonished at seeing a steamboat paddling at will in his fields and along his roads. A similar occurrence in Louisiana does not astonish the natives. Steamers have repeatedly pa.s.sed over regions where corn or cotton had been growing six months before. At St. Louis, in 1844, small boats found no difficulty in running from East St. Louis to Caseyville, nine miles distant. In making these excursions they pa.s.sed over many excellent farms, and stopped at houses whose owners had been driven to the upper rooms by the water.
Above Cairo, the islands in the Mississippi are designated by names generally received from the early settlers. From Cairo to New Orleans the islands are numbered, the one nearest the former point being ”One,” and that nearest New Orleans ”One Hundred and Thirty-one.”
Island Number Ten is historic, being the first and the last island in the great river that the Rebels attempted to fortify. Island Number Twenty-eight was the scene of several attacks by guerrillas upon unarmed transports. Other islands have an equally dishonorable reputation. Fifty years ago several islands were noted as the resorts of robbers, who conducted an extensive and systematic business. Island Number Sixty-five (if I remember correctly) was the rendezvous of the notorious John A. Murrell and his gang of desperadoes.
CHAPTER XLIV.
STEAMBOATING ON THE MISSISSIPPI IN PEACE AND WAR.
Attempts to Obstruct the Great River.--Chains, Booms, and Batteries.--A Novelty in Piloting.--Travel in the Days Before the Rebellion.--Trials of Speed.--The Great Race.--Travel During the War.--Running a Rebel Battery on the Lower Mississippi.--Incidents of the Occasion.--Comments on the Situation.
No engineer has been able to dam the Mississippi, except by the easy process which John Phenix adopted on the Yuma River. General Pillow stretched a chain from Columbus, Kentucky, to the opposite sh.o.r.e, in order to prevent the pa.s.sage of our gun-boats. The chain broke soon after being placed in position.
Near Forts Jackson and Philip, below New Orleans, the Rebels constructed a boom to oppose the progress of Farragut's fleet. A large number of heavy anchors, with the strongest cables, were fixed in the river. For a time the boom answered the desired purpose. But the river rose, drift-wood acc.u.mulated, and the boom at length went the way of all things Confederate. Farragut pa.s.sed the forts, and appeared before New Orleans; ”Picayune Butler came to town,” and the great city of the South fell into the hands of the all-conquering Yankees.
Before steam power was applied to the propulsion of boats, the ascent of the Mississippi was very difficult.
From New Orleans to St. Louis, a boat consumed from two to four months' time. Sails, oars, poles, and ropes attached to trees, were the various means of stemming the powerful current. Long after steamboats were introduced, many flat-boats, loaded with products of the Northern States, floated down the river to a market. At New Orleans, boats and cargoes were sold, and the boatmen made their way home on foot. Until twenty years ago, the boatmen of the Mississippi were almost a distinct race. At present they are nearly extinct.
In the navigation of the Mississippi and its tributaries, the pilot is the man of greatest importance. He is supposed to be thoroughly familiar with the channel of the river in all its windings, and to know the exact location of every snag or other obstruction. He can generally judge of the depth of water by the appearance of the surface, and he is acquainted with every headland, forest, house, or tree-top, that marks the horizon and tells him how to keep his course at night. Professional skill is only acquired by a long and careful training.
Shortly after the occupation of Little Rock by General Steele, a dozen soldiers pa.s.sed the lines, without authority, and captured a steamboat eighteen miles below the city. Steam was raised, when the men discovered they had no pilot. One of their number hit upon a plan as novel as it was successful.
The Arkansas was very low, having only three feet of water in the channel. Twenty-five able-bodied negroes were taken from a neighboring plantation, stretched in a line across the river, and ordered to wade against the current. By keeping their steamer, which drew only twenty inches, directly behind the negro who sank the deepest, the soldiers took their prize to Little Rock without difficulty.
For ten years previous to the outbreak of the Rebellion, steamboating on the Mississippi was in the height of its glory. Where expense of construction and management were of secondary consideration, the steamboats on the great river could offer challenge to the world.
It was the boast of their officers that the tables of the great pa.s.senger-boats were better supplied than those of the best hotels in the South. On many steamers, claret, at dinner, was free to all. Fruit and ices were distributed in the evening, as well as choice cups of coffee and tea. On one line of boats, the cold meats on the supper-table were from carefully selected pieces, cooked and cooled expressly for the cenatory meal. Bands of music enlivened the hours of day, and afforded opportunity for dancing in the evening. s.p.a.cious cabins, unbroken by machinery; guards of great width, where cigars and small-talk were enjoyed; well-furnished and well-lighted state-rooms, and tables loaded with all luxuries of the place and season, rendered these steamers attractive to the traveler. Pa.s.sengers were social, and partook of the gayety around them. Men talked, drank, smoked, and sometimes gambled, according to their desires. The ladies practiced no frigid reserve toward each other, but established cordial relations in the first few hours of each journey.
Among the many fine and fast steamers on the Western waters, there was necessarily much compet.i.tion in speed. Every new boat of the first cla.s.s was obliged to give an example of her abilities soon after her appearance. Every owner of a steamboat contends that _his_ boat is the best afloat. I have rarely been on board a Mississippi steamer of any pretensions whose captain has not a.s.sured me, ”She is the fastest thing afloat, sir. Nothing can pa.s.s her. We have beaten the--, and the--, and the--, in a fair race, sir.” To a stranger, seeking correct information, the multiplicity of these statements is perplexing.
In 1853 there was a race from New Orleans to Louisville, between the steamers _Eclipse_ and _A.L. Shotwell_, on which seventy thousand dollars were staked by the owners of the boats. An equal amount was invested in ”private bets” among outside parties. The two boats were literally ”stripped for the race.” They were loaded to the depth that would give them the greatest speed, and their arrangements for taking fuel were as complete as possible. Barges were filled with wood at stated points along the river, and dropped out to midstream as the steamers approached. They were taken alongside, and their loads of wood transferred without any stoppage of the engines of the boats.
At the end of the first twenty-four hours the _Eclipse_ and _Shotwell_ were side by side, three hundred and sixty miles from New Orleans. The race was understood to be won by the _Eclipse_, but was so close that the stakes were never paid.